Aug 16th 2021
There’s a time and a place for slow, measured, and methodical riding. But there’s also a time and a place for going all out at full tilt. Not only does traveling full steam ahead in a Polaris Ranger produce an addictive adrenaline rush, but it also allows you to arrive at your destination faster when you’re late or in a hurry. While it’s true that the Polaris Ranger isn’t made to be a race car, it is also not made for boating and floating, yet riders still use it successfully in mud pits, over creek crossings, and through swamps, bogs, and muskegs. Not everyone has the need for speed, but some riders do like to go fast every now and then. Which begs the question, how fast can one go in the Polaris Ranger? And are there specific editions / model years of the Polaris Ranger, Polaris Ranger Mid-Size, and Polaris Ranger Full-Size that are made to go faster than others? We’ll answer these questions and more as we begin our investigation into the top speed of the Polaris Ranger side-by-side!
The agility and maneuverability of a Mid-Size Polaris Ranger make it an excellent machine for hunting, trail riding, and farm work. Due to its small engine size though, a 570cc Polaris Ranger lacks the propulsion power to achieve truly breathtaking speeds. Depending on the model year, you can expect to hit 40-50 MPH in a stock Polaris Ranger Mid-Size 570. If, however, you use an aftermarket ECU flash to remove the speed limiter, it becomes possible to move the Ranger Mid-Size 570 to speeds in excess of 60 MPH.
That being said, adding aftermarket accessories like larger tires and a Big Mudder secondary clutch spring can take speed away, making it incredibly difficult (if not impossible) to optimize a UTV like the Polaris Ranger Mid-Size 570 for both deep mud and fast speeds. Besides, you could spend upwards of a grand on an ECU chip and clutching, only to gain a measly 10 MPH. Add to this the fact that a Mid-Size Polaris Ranger will be hella squirrelly at 60+ MPH, and you have to ask yourself, is it really worth it?
In high gear on blacktop, a stock Polaris Ranger 900 XP can go around 60 MPH.
The Polaris Ranger 900 Crew, on the other hand, has a top speed of about 50 MPH under the best of conditions. To go any faster than this, tuning and clutch work are required. With a Gilomen or RVS tune, an HMF tailpipe, an upgraded primary clutch, and an aftermarket secondary clutch from a company like Quad Logic, you can add an additional 10-15 MPH to your vehicle’s top speed to reach a maximum rate of 75-80 MPH. Add a Dyno tuner so you can tweak the configuration as needed, and you’ll be set to jet at full force!
On top of a few extra MPH of top speed, the addition of a clutch kit / tune to your Ranger 900 will also eliminate jerky takeoffs, smooth out the throttle, and allow you to creep along fluidly in a slow roll. So even if you’re not preparing to go head-to-head against Johnny Quest, you can still benefit from some clutch weights, an ECU tuner, and many of the other accessories riders use to increase the top speed of their Polaris Rangers!
With a bone-stock setup, you should be able to accelerate the Polaris Ranger XP 1000 to 64 / 65 MPH before the governor kicks on -- 70-80 MPH after a clutch kit and tune.
And although it might take a bit longer to get there, these speeds are still achievable with bigger mud tires installed.
The Sevcon controller that manages the top speed of an EV Ranger is notoriously difficult to program, and even if you were to swap in lithium batteries that are lighter and have a higher voltage with less voltage sag that the stock batteries, the Polaris Ranger EV top speed of 25-30 MPH would remain the same. The max RPM of the Polaris Ranger EV -- which is set at 7,000 -- is also a factor that limits the vehicle's top speed. Adjusting this limit to achieve higher RPMs is not advisable, and likely not even possible without extra cooling and larger cabling.
Installing taller tires can give you a few extra miles-per-hour, but doing so while holding the pedal to the floor will cause the batteries to rapidly discharge and reduce your range substantially. Even with a Voltronixs kit and lighter batteries, you’ll be hard pressed to reach speeds in excess of 25 MPH unless you’re traveling downhill.
The more you push the limits, however, the greater the chances are that you break something. And when it comes to the Polaris Ranger EV, finding the parts and people required for a proper fix is a challenge in and of itself!
The top speed of a Polaris Ranger Crew isn’t much less than the 3-seater Full-Size Ranger editions. Where a tuned-up standard Ranger could hit 75-80 MPH, the same Crew-Cab machine would hit 65-70 MPH. The speed limiter in the 2020-and-newer Ranger Crew models is higher than the previous years (65 MPH), so even without any mods, something like the 2021 Ranger Northstar Crew will do 65 MPH stock. Compare that to 55 MPH in a 2017 Polaris Ranger Crew and you begin to realize the impact something small like an ECU unit can have on the speed and overall performance of a vehicle.
A stock Highlifter has a lower gear ratio when compared to other Ranger editions, and as such, it’s not the best for fast-pace riding.
It’s designed with a 1.92% lower gear ratio in High than the rest of the XP models, but in low, the gearing is around 55% lower. A Gilomen tune / clutch kit can wake it up a bit from the 55ish max speed it has from the factory, and although it won’t turn your HighLifter into an RZR, it will make 70 MPH with a tailwind possible and provide a smoother throttle response as well.
In some Rangers, you won’t make it over 15 MPH without plugging in your seat belt, and in other Rangers, you can hit the 200 shot of NOS and blast off to 100 MPH! The older model years of the Polaris Ranger are typically slower, with the 800s limited to around 40 MPH -- without any unrestricted intake mods -- and the 900 Crews are limited to 52 MPH. The 570 Rangers, 500 Rangers, 900 Rangers, and 1000 Rangers all have different governed top speeds, so real-life results will vary. If you subscribe to the “If you’re not first, you’re last” philosophy of the great 21st-century thinker Ricky Bobby, there are ways of increasing the top speed of your Polaris Ranger.
But for everyday riding, running errands, and work-related applications, plodding along, slowly but surely, will win you the race!
| Polaris Ranger 800 XP
2010 Polaris RANGER 800 XP Features: RANGER 800 XP – Xtreme off-road performance
New 800cc EFI engine provides 15 percent more horsepower and 53 mph/85.3 km top speed. ROPS Certified Cab and Optional Electronic Power Steering (EPS) New Quieter Transmission with Updated Clutching Hardest Working Features
Smoothest Riding Features
Available in Sage Green, Solar Red and Mossy Oak Break Up Limited Edition models include Pearl White, Navy/Sandstone and Browning Edition Polaris RANGER 800 XP Information: Model Year 2010 brings more significant changes to Polaris RANGER line up with the introduction of two new utility RANGER Side-by-Sides, increased power to existing models, more redesigns, a RANGER XP with power steering and a faster top speed for RANGER RZR. With the introduction of two new products, more power for the utility line, the redesigned RANGER CREW and 6×6, and a new top speed for RANGER RZR, the 2010 line up picks up where the 2009 line up left off, said Matt Homan, vice president and general manager of Polaris Off-Road division. We continue to innovate our RANGER line to offer the most extensive Side-by-Side offering in the industry. In 2009, Polaris introduced the ruggedly re-engineered RANGER that was the hardest working and smoothest riding RANGER EVER built, and introduced the new RANGER HD, the ultimate heavy-duty utility vehicle with a self leveling rear suspension and power steering. This year, the company powered up the RANGER 4×4 (now called RANGER 500 H.O.) with a 500 H.O engine and added an 800 EFI engine across the rest of the line. The RANGER 4×4 gets a 13 percent power increase with the 500 H. Along with the power boost, Polaris has added a RANGER 800 XP model with Polaris exclusive electronic power steering with variable assist. The system allows for one-finger steering at low speeds and eliminates feedback at high speeds so the operator can work longer and enjoy the ride. Polaris also expanded the work, ride and improved ergonomics from the 2009 RANGER XP and introduced Dual A-arm front suspension to the six-passenger RANGER 800 CREW and RANGER 800 6×6. To create an exterior that could handle the nastiest work and most extreme riding conditions, the models offer the most-armored front end ever designed to protect vital components such as the radiator, cooling system and front differential. Polaris RANGER 800 XP Specifications:
Additional Photos:
Contact Info:Polaris Industries, Inc. Website: Polaris Industries With annual 2008 sales of $1.9 billion, Polaris designs, engineers, manufactures and markets off-road vehicles (ORVs), including all-terrain vehicles (ATVs) and the Polaris RANGER, snowmobiles and Victory motorcycles for recreational and utility use. Polaris is a recognized leader in the snowmobile industry; and one of the largest manufacturers of ORVs in the world. Polaris Industries Inc. trades on the New York Stock Exchange under the symbol PII, and the Company is included in the S&P Small-Cap 600 stock price index.
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Articles
27 Feb
Dozens of ATVs are sold on the Russian market in 2023. Even models that are similar in appearance and price can differ greatly in performance.
We will tell you how to choose the right ATV and what to look for when comparing different options.
Conditionally, the following tasks can be distinguished:
SSVs are larger than ATVs, and are rarer and more expensive. But due to the cabin, it is more comfortable to travel in them - on long trips, you can even spend the night inside. And in the rear you can carry a lot of equipment - more than on the luggage racks of an ATV.
For trips on dry off-road and near civilization, the minimum configuration will suffice. But for difficult routes, already from the factory, the ATV should have:
Not so important, but also useful options:
The higher the clearance, the less chance that the bottom of the ATV will catch on a stone, stump or other obstacle. Also, high ground clearance will help to drive through mud and ford.
Most often, ATVs, especially small-capacity or budget ones, have a clearance of 26-27 cm. Even for difficult off-road conditions, this is enough. But the clearance is even greater, which is a plus: every centimeter in the mud or on bumps seriously increases the cross-country ability.
For ATVs in "mud" modifications, the clearance is usually increased to 28-30 cm. Sports models have even more ground clearance. For example, CFMOTO ZFORCE 1000 Sport R EPS is 34 cm and Can-Am Maverick X RS Turbo RR SS is 40.6 cm.
This is the distance between the axles of the front and rear wheels. The larger it is, the more space on the platform. This means that you can take more cargo on it and it is more convenient to accommodate a passenger. Long wheelbase quads are also more stable and more predictable.
On the other hand, a long wheelbase needs more room to turn around, and narrow places can be difficult to pass, such as in a dense forest. Also, the long-wheelbase model overcomes steep bumps and deep pits worse.
The average ATV has a wheelbase of 130-145 cm. The SSV has a wider range, but most models have a wheelbase of 170-210 cm.
To do this, evaluate the volume, power, consumption and type of fuel supply.
Volume . The larger the engine size, the higher its power and the more difficult routes the ATV will be able to conquer. Budget small-capacity models with a volume of up to 500 cubic meters will cope with dry primers and shallow dirt. The golden mean is ATVs with an engine of 600-800 cubic meters: they drive almost everywhere and confidently tow a loaded trailer. And the 1000cc models are built for the toughest jobs: deep mud, fords and thickets.
Power . The greater the engine power in relation to the weight, the faster the ATV accelerates, the easier it goes through the dirt and climbs the hill.
Fuel consumption and tank volume . Most models have a full tank for 100-150 km or a little more if you drive without a passenger, cargo and on a dry, flat road. If a full refueling is not enough, then you will have to take a supply in a canister.
Fuel type . In budget ATVs, fuel is supplied to the engine by a carburetor, in more modern and powerful ones, by an injector. Carburetor engines are simpler, cheaper and faster to repair, but they consume more fuel and may perform worse in extreme heat or cold. Injection engines do not have such disadvantages, but they are repaired a little more expensive and more difficult.
Regular ATVs are equipped with all-terrain tires - All Terrain. Their tread pattern can be different, and the lug height is 1.25-2 cm. Such tires will drive almost everywhere: on sand, mud, gravel, primer, asphalt.
But some ATVs from the factory have tires for a certain surface, for example:
Fuel consumption and tank volume . Most models have a full tank for 100-150 km or a little more if you drive without a passenger, cargo and on a dry, flat road. If a full refueling is not enough, then you will have to take a supply in a canister.
Fuel type . In budget ATVs, fuel is supplied to the engine by a carburetor, in more modern and powerful ones, by an injector. Carburetor engines are simpler, cheaper and faster to repair, but they consume more fuel and may perform worse in extreme heat or cold. Injection engines do not have such disadvantages, but they are repaired a little more expensive and more difficult.
Additional driver assistance systems are not available on all ATVs - usually only on more expensive models. The most common system is Electric Power Steering, or EPS. It reduces the load on the hands and makes it easier to turn the steering wheel. This is very useful in mud, active maneuvers at high speed or when towing a heavy load - in such conditions, the steering without power steering is difficult to turn.
In addition to EPS, the ATV may have other assistance systems:
Due to off-road driving, the ATV needs maintenance - changing consumables and repairing. And some owners tune the equipment so that it can better cope with the races. Therefore, it is important that the brand is well-known and widespread, and the model is popular. In this case, it is easy to find spare parts and accessories for tuning for the ATV, and the master at any service station will take up the service.
Due to off-road driving, the ATV needs to be serviced - consumables changed and repaired. And some owners tune the equipment so that it can better cope with the races. Therefore, it is important that the brand is well-known and widespread, and the model is popular. In this case, it is easy to find spare parts and accessories for tuning for the ATV, and the master at any service station will take up the service.
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Polaris RZR UTVs have been in production since 2007. Over these 13 years, many models and equipment with different characteristics have been released, and two generations of the line have changed. Among sports buggies, the RZR has long been considered one of the best series.
Polaris introduced the third generation of the RZR this year. Consider one of the models - the 2020 narrow two-seater Pro XP.
The Polaris Razer Pro XP is a two-seat, narrow (64-inch wide) sport ATV with a powerful engine, high-travel adjustable suspension, high ground clearance, electric power steering and a large gas tank. It comes standard with high doors. The kit does not include a windshield, roof and rear-view mirrors - these items can be purchased separately.
This model is suitable for professional racers, and for those who just love fast driving on any routes.
The Polaris RZR Pro XP looks aggressive and sporty, yet compact and very neat. There is nothing superfluous in the design, bright elements are kept to a minimum.
At the front, attention is immediately drawn to the optics: these are “predatory” narrow headlights, widely spaced from each other. The bumper is short and slanted down, which allows you to see the road as close as possible to the wheels. The air intake grille is large, but does not go across the entire width of the front side.
The doors are high, reaching approximately to the chest of the person sitting inside. The shape resembles the letter V laid horizontally. This shape is a feature of the RZR Pro XP line: other RZR models (simple XP, Turbo, XP 4, S) have doors that look different. In general, the doors of the RZR XP 4 1000 model are the most successful: they are the same height, but completely closed, without a “cutout” in the back. In Pro XP, dirt does not get inside through this cutout, but it would still be safer to drive with a “deaf” door.
The doors open in the opposite direction on both sides - not like in a car, but vice versa. This simplifies landing, especially for a person of large stature.
The fenders at the front and especially at the rear are raised very high, revealing large shock absorber springs and suspension arms.
In terms of dimensions, the model has a wheelbase of 224 cm, which is slightly shorter than the nearest competitor from BRP. In terms of cross-country ability, this is a plus: the turning radius of “short” ATVs is smaller. The width of the described version is 64 inches (162.5 cm). This is slightly less than a regular hatchback car - for example, the miniature Daewoo Matiz has even less width, about 150 cm.
The cabin sits high above the road surface: the Pro XP has a ground clearance of 36.8 cm. This is not a record: there are models with a clearance of 40+ cm. 28 cm, less often - 30 cm. This is more than enough to fly over large stones, pits and bumps.
Cabin interior is simple and minimalist. It seems that it was created with an emphasis on practicality - there is not a single decorative detail inside, everything is just on business.
Compared to the previous generation RZR, there are few external changes, but a lot has been improved on the little things. The seats received more comfortable and reliable adjustments, ventilation ducts in the pillows for comfort in the heat, and four-point seat belts as standard for both driver and passenger.
The back of the seats is high, with head support and side protrusions that will support the body of the seated person from shifting during sharp turns. The lower part is medium length, with protrusions to support the hips. There is enough legroom with a margin, including for a tall person.
Steering wheel - round, with reach adjustment and a set of buttons. The dashboard sits in front of the driver, and there's a 7-inch touchscreen display in the center of the console with a few mechanical buttons below it. Below the display is a set of empty slots where you can put buttons to control additional accessories. For them, the RZR has a Polaris Pulse system that allows you to quickly connect new equipment to the ATV wiring.
In front of the passenger seat, it is traditional for the RZR to have a wide and far-reaching handrail.
As far as visibility goes, the seats are slightly lower than previous models. On the one hand, this improves handling due to a lower center of gravity. On the other hand, this should worsen the review. But in the end, Polaris hit the sweet spot: visibility from the cockpit is still good, even for a short rider. This is achieved due to the high ground clearance, beveled short bumper and thin cab pipes.
Polaris Razer Pro XP features 181 hp ProStar Turbo H.O. with two cylinders, a volume of 925 cm³. The tank capacity is 45.4 liters - an indicator quite large. The nearest competitor with approximately the same performance tank holds 36 liters of gasoline.
Engine and turbine liquid cooling. The cooling system has been redesigned and strengthened (compared to the previous, second generation RZR), and is now better at keeping temperatures within acceptable limits. For more accurate work, there is a safety valve on the manifold - it will relieve pressure if it exceeds the norm.
The transmission used is standard for many Polaris ATVs - PVT “automatic” with P / R / N / L / H gears. In addition to the standard set, there are several drive modes: 2WD / 4WD / 4WD Lock.
The system itself has also been improved, making it more reliable - which is important for an ATV that will be ridden quickly and in an aggressive style. For reliability, the transmission received more air vents, updated bearings, an improved clutch and new clutches. According to the manufacturer, the tuning of the entire system was done with an emphasis on reliable operation in the main speed range - 30-80 km / h.
These and other key components are easily accessible by unscrewing the four bolts on the body. This allows inspection and repair in the field.
The roll cage is a "cage" made from two long, one-piece 2" (5.1 cm) tubes. The entire ATV frame is made of the same pipes. Bottom protection is already in the basic configuration along the entire length, in the form of a steel plate.
Wheelbase - 224 cm. Compared to the "regular" XP, the Pro XP added 6 inches (15.2 cm) in length. This added stability and space in the cabin.
Tires: 30-inch Maxxis Carnivore with deep tread as standard. These 8-ply radial carcass tires are designed for the toughest off-road terrain, ranging from liquid deep mud to rocky bumps, sandy slopes or untrodden forest.
Front Suspension Double A-arm with anti-roll bar and adjustable Walker Evans dampers. Suspension travel - 50.8 cm Rear suspension travel - 55.9cm, it is made in the form of a trailing arm with anti-roll bar.
For basic storage, there is an open luggage compartment in the rear that holds up to 136 kg of cargo, measuring 66x46x29.2 cm.
and places for glasses or bottles.
Polaris RZR Pro XP is available in three versions:
The Premium version will have a different interior trim and color, six-point seat belts for the passenger and driver, more flotation tires, steeper shock absorbers and different headlights.
Ultimate version has:
/680.4 kg total payload
All 2010 RANGERs and RANGER RZRs also come standard with a ROPS Certified Cab.
