A Look Inside The 2019 Polaris Ranger XP 1000
With nearly 1000 cubic centimeters of displacement in it’s 4-stroke, twin cylinder, DOHC engine, a stock ground clearance of 13 inches, and a payload capacity of 1,500 pounds, the 2019 edition of the Polaris Ranger XP 1000 is a force to be reckoned with. It is a versatile machine that, like most side-by-sides, has both pros and cons for domain-specific applications. With a few aftermarket modifications, however, the 2019 Polaris Ranger XP 1000 and it’s larger crew cousin can tackle whatever terrain you may encounter.
Perhaps it’s just fun and casual banter, but when riders hate on the 2019 Polaris Ranger XP 1000, they are either jealous, or completely ignore the facts. Some say that the XP 1000 is slow. Slow? Compared to what. Sure, compared to an f-15 fighter jet, the 2019 Polaris Ranger XP 1000 is slow. But when you juxtapose it with, say, the Ranger 900, the XP 1000’s true colors begin to shine. And if you factor in performance mode -- excluding possible clutch/tune kits or turbo options -- the 2019 Polaris Ranger XP 1000 can run circles around its 900 kid brother. We’ve seen machines cruising up slight inclines -- loaded down with sprayer tanks, coolers, front and rear glass windows, and front and rear bumpers -- maintain steady speeds in excess of 67MPH. With a full-cab up a steeper incline you’re looking at around 55MPH. In the same situation, the Polaris Ranger 900 would struggle to hit the high 40s.
True the RZR may still be faster, but at what cost? The operative word in UTV is “utility”, and the 1000 XP, with its Lock & Ride cargo system, 36.75” x 54.25” bed box, and adjustable seating, is a leader in terms of utility. The suspension on the new body style of the 2019 Ranger 1000 XP is surprisingly good, and more than sufficient to handle the typical mountain trail or hill. Throw it in performance mode and you’ll see that in terms of acceleration, there is not much in the XP 1000 that is left to be wanted.
But even if the performance mode doesn’t do it for you, they make a turbo kit for the NBS Rangers that will wake them up. But at a cost of $3,000, it might be smarter to just get a turbo machine to start with. Another option is a Giloman tune and clutch kit. We’ve seen 1000 XP Rangers hit 126hp with proper tunes, keeping up with Sportsman 850 quads without breaking a sweat.
For a lot of riders, the 55-watt low beams, 60-watt high beams, and LED tail lights that come stock on the 2019 Polaris Ranger XP 1000 just don’t cut it. Some say that they’re too bouncy to see anything, while others say that they are pointed too high. Although this might be perfect for hunting coons, it is less than optimal for night driving.
Higher quality LED bulbs and headlights can be installed that scatter less and have adjustable beam patterns. Some riders have even gone as far as to install dual light bars at different heights to get as much illumination as possible. H-13 Beamtech headlights are also popular. They are reasonably priced and are virtually unrivaled in terms of brightness.
When it comes to reverse lights on your 2019 1000 XP, there are a few options. One is a fully automatic Plug & Play system, and another is a fully automatic system with the option to kick it on at any time you would want. Buying a complete kit is much easier to install than trying to figure out how to wire up a light and figure out what parts to use. But if you go the latter route, know that positive power is keyed constant power and ground is 9v constant with 13.5 when actuated in reverse. If you use factory wiring make sure to use a relay, otherwise your lights won’t get enough power.
Most Ranger 1000 XP owners start out by upgrading their tires and wheels first as well as installing audio and lighting mods. If you went with the camo color scheme on your XP 1000, spring for the camouflage roof. The black top over the camo body just doesn’t hack it, the camo roof looks 100 times better!
The Pro Box roof isn’t a bad option either, as it comes with a stereo, lights, and a roof all in one. If you look at buying each component individually, you’re looking at around $1,800. For the bed, an aftermarket tool box is perfect for those who use their machines for work. The diamond plated 60” chest type from Tractor Supply works well, and so too does the cross bed Aluminum tool boxes from Lowes on internet. Alternatively, some tool boxes made for the Toyota Tacoma fit well, and Dee Zee tool boxes can also work for the s10 or Ranger.
If you want to lift your rig, the 3” bracket lift from SuperATV is an easy option. Highlifter brackets are also ok, but doesn’t leave much down travel in the rear suspension. If bracket lifts aren’t for you, OutKast’s 3” full lift kit is enough to clear 33” tires, so depending on how big you want to go, this is definitely a viable option.
Roofs, windshields, light bars, stereos, aluminum a-arm guards, rear windows, spare tire mounts, winches (3500lb), mufflers, rock lights, chase lights, turn signal kits, reverse lights, and a seemingly endless list of other aftermarket accessories are available as well, it all depends on what you need -- and, more importantly, your disposable income.