When Polaris first launched the Polaris Ranger 900 XP in 2013, the company intended to keep the 900-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 900 XP is a purpose-built four-wheeler introduced by Polaris in 2013. 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 900 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 2013, the Polaris Ranger 900 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 900 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 Ranger’s 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 team’s redesign efforts, the 4×4 saw improvements in 2018:
- 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 900 Specs & Features
- Engine: A four-stroke DOHC twin-cylinder ProStar engine brings the Polaris Ranger XP 900 to life. It has a bore-stroke ratio of 93 x 64.4 mm (3.7 x 2.5 inches) and a 10.5:1 compression ratio. Engine displacement is 875 cm3 (53.40 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 2.5 US quarts/3.4 liters of SAE 2W-50 PS-4 Plus Performance Synthetic 2W-50 4-Cycle Oil or its equivalent. For best results, use any API-certified SJ synthetic oil that meets manufacturer specifications and JASO T903 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 900 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 wheel’s 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 0.028-0.031 inches (0.7-0.8 mm). Its charging system is a triple-phase alternator with a rated output of 575 watts @ 3,000 RPM. Located underneath the rear storage bin is a 12V, 30 Ah 385-CCA (Cold Cranking Amps) battery with assembled dimensions of 6.54 x 4.96 x 6.89 inches (166 x 126 x 175 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 900 XP.
- Tires & Brakes: Stamped steel wheels are equipped with Carlisle 25 x 10-12 front tires and 25 x 11-12 rear tires (some trims have Polaris PXT 26-inch knobbies and cast aluminum Black Xcelerator rims). Recommended tire pressure is 10 psi (69 kPa/0.70 kg-f/cm2) for the front and 12 psi (83 kPa/0.84 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 quad’s 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 (254 mm) of wheel travel. The factory-built suspension system lends to the vehicle’s superior handling and maneuverability. Overall turning radius is a whopping 13.4 ft (161 inches/4,090 mm), making for improved vehicle stability and a smoother ride.
- Dimensions: The Polaris Ranger 900 dimensions are 116 x 60 x 76 inches (2,950 x 1,524 x 1,930 mm – L x W x H). Cargo box has overall dimensions of 54 x 36.5 x 11.5 inches (1,370 x 930 x 290 mm – L x W x H) and is made of polyethylene. Unloaded minimum ground clearance is 12 inches (305 mm), and the wheelbase is 81 inches (2,057 mm). The dry weight is 1,360 lbs (617 Kg).
- Towing: Towing capacity is 2,000 lbs (907 Kg). Tongue weight capacity is 150 lbs (68 Kg) and, when combined with maximum cargo box load, should not exceed 600 lbs (272 Kg) for California-released units and 1,000 lbs (454 Kg) for the rest of the models. Maximum weight capacity – a combination of operator, passenger, cargo, and accessories – is 1,100 lbs (499 Kg) for units sold in California and 1,500 lbs (681 Kg) for the rest.
- Exterior: The 4×4’s 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 600-/1,000-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 cab’s 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 quad’s 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 900 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 900 Cost?
Depending on model year and trim inclusions, the Polaris Ranger 900’s MSRP ranged from $12,699 to $21,299 – these values are exclusive of any accessories outside of the package provided by dealerships. I went ahead and consolidated the worth of all Ranger 900 trims below for your reference:
Polaris Ranger XP 900 EPS Prices
|Model Year – Trim
(** EPS – Electric Power Steering; LE – Limited Edition)
|2013 – 2019 Polaris Ranger 900 XP (base model)||$12,999 to $12,699|
|2013 – 2019 Polaris Ranger 900 XP EPS (base with EPS)||$13,999 to $13,699|
|2013 – 2014 Polaris Ranger 900 XP EPS, Browning LE||$15,799 to $15,999|
|2013 – 2015 Polaris Ranger 900 XP EPS, Sunset Red LE||$14,799 to $15,299|
|2014 – 2015 Polaris Ranger 900 XP EPS, White Lightning LE||$14,999 to $15,299|
|2015 – 2016 Polaris Ranger 900 XP EPS, Hunter Edition||$16,199 to $16,299|
|2015 – 2016 Polaris Ranger 900 XP EPS, Hunter Deluxe Edition||$20,799 to $20,999|
|2015 – 2016 Polaris Ranger 900 XP EPS, Northstar Edition||$21,299|
|2013 Polaris Ranger 900 XP Orange Madness LE||$13,799|
|2013 Polaris Ranger 900 XP Sunset Red LE||$13,799|
|2013 Polaris Ranger 900 XP Bronze Mist LE||$14,399|
|2013 Polaris Ranger 900 XP EPS, Orange Madness LE||$14,799|
|2014 Polaris Ranger 900 XP EPS, Blue Fire LE||$14,999|
|2014 Polaris Ranger 900 XP EPS, Titanium Matte Metallic LE||$14,999|
|2014 Polaris Ranger 900 XP Deluxe Nuclear Sunset LE||$16,499|
|2015 Polaris Ranger 900 XP EPS, Vogue Silver Deluxe||$17,099|
|2016 Polaris Ranger 900 XP Pursuit Camouflage||$14,299|
|2016 Polaris Ranger 900 XP EPS, Trail Edition||$17,499|
|2016 Polaris Ranger 900 XP EPS, High Lifter Edition||$18,499|
|2019 Polaris Ranger 900 XP Camouflage||$13,199|
|2019 Polaris Ranger 900 XP EPS Premium||$14,399|
The most expensive trim is the Northstar Edition at $21,299, followed by the Hunter Deluxe Edition at $20,799. Both were produced between 2015 and 2016. 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 wheel’s 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 900 XP can cost anywhere between $6,340 and $16,999. 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 100 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 900 XP Problems
About 93,000 combined units of 2014 and 2015 Polaris Ranger XP 900, XP 900 EPS, and CREW 900 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 company’s 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 900 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 900 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 won’t 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 Ranger’s 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 owner’s manual should stop your engine from overheating. Otherwise, see your local Polaris dealer.
Bleeding your quad’s 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 3,000+ RPM in any gear – forward or reverse – and when descending a steep decline. It comes from the vehicle’s 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 1968, the Polaris Ranger 900 XP maker started in the industry by producing farm equipment. Eventually, it ventured into snowmobile production and was widely-known for the 1956 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 900 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 900 XP’s dominant position in the utility UTV market and its sub-segments is the product line’s 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 Ranger’s fearless attitude towards diverse terrain and competition is what makes this purpose-built four-wheeler truly remarkable.