you to back off of the throttle or your
goggles are pressed into your face so
hard that your vision blurs. We’re talking
75-plus-mph top speeds, so this is a
motor that definitely deserves respect.
You don’t mat the throttle and hold it
wide open like you would on a Rhino
or RZR 570. Instead, you feather and
feed it, like with a really fast R/C car or
truck, and the EFI responds like it’s part
of your nervous system. We’ll have to
wait until we get the XP1K, Wildcat and
Maverick together on a dry lake to do
drag races and top-speed runs, but the
RZR XP 1000 feels like it accelerates
harder and revs quicker than either
WHAT ABOUT THE CVT/AWD DELIVERY?
It matches the stellar motor. The CVT
clutch spoils up quickly and smoothly
and propels the XP1K forward even
faster. In really loose or slick conditions,
you’ll want to engage 4WD so the
front diff engages whenever there’s
rear wheelspin. Polaris upgraded the
drivetrain component strength to deal
with the extra power and larger tires,
but you’ll still want to use low range
for mud or rock crawling to protect the
CVT belt. You have to keep the belt
engaged with some throttle on steep
descents, as there’s still no Polaris EBS
or ADC (Active Descent Control) on
the RZRs like they have on Sportsman
550/850 ATVs. The AWD system only
slows the rear tires in 4WD, but backing
off the throttle makes it freewheel and
gain speed, putting more stress on the
HOW AGILE IS THE HANDLING?
It’s agile but not twitchy. Whereas
HOW ABOUT THE HIGH-END
the XP 900 is busy in the rear end at
speed, the XP1K feels more planted
and controllable. The reasons for the
extra straight-line stability are threefold:
the wheelbase is increased 8. 6 inches
over the XP 900 at 90 inches, the
is more rigid, and
the Walker Evans
2. 5 needle shocks
to bottoming and
extending too fast,
slowing the rear-
end “hop.” That
said, agility is still
really good, and
it turns in almost
as quickly as the
RZR XP 900 and
quicker than the
Jagged X LE.
More power lets
you drift the rear
end out further
on exit too. It’s
It’s top-shelf…on Jack’s beanstalk!
The rear 2. 5 WER shocks could’ve
gone on a trophy truck, but they grace
the XP1K, and the cage-mounted
remote reservoirs stay super cool, even
in the desert sun. They and the new
high-clearance trailing arms deliver 18
inches of high-quality travel, and the
internal needles slow the last inches of
travel on compression and the first part
of rebound. They’re dialed for floating
over 3-foot desert whoops and cross-grain terrain, and the compression
adjusters are set at 10 out (of 16).
The front Walker Evans Racing 2.0
shocks also have position-sensitive
needles, and damping and spring
rates are balanced with the rear end.
Travel is 16 inches (a bit less than the
Wildcat’s), but we like the action and
ride. The compression knob rides on
the piggyback reservoir and is set at 10
out (of 16), but be sure to wear gloves
if adjusting compression on the trail, as
the front shocks get hot!
HOW STRONG ARE THE BRAKES?
Super strong! Like on the long-wheelbase XP 4 or Jagged X 900, the
XP1K has a twin-puck caliper on all four
corners, 248mm rotors and stainless-steel lines. It also has “Park” mode in
the transmission, and can we gripe
about the lack of EBS again?
WHERE IS THE RZR XP 1000 HAPPIEST?
Floating above hideous terrain at
speed or making like a mountain goat
in low gear. Those long legs want open
terrain and room to work, and the
RZR XP1K is happy finessing up rock
monoliths. It’s also big fun to fly in the
dunes and derby around racecourses.
Shoot, it’s happy anywhere as long as
there’s a foot on the throttle.
WHAT ABOUT TRAIL COMFORT?
This is the most comfortable RZR
yet, even more so than the Jagged X
900. It shares the Jagged X’s extended
room in the cab, but adds adjustable
seats (driver only on the Jagged X),
new seat belts, better dead pedals and
floor drains, and a new dash with a
larger glovebox. The LED cabin lights
under the dash and the center storage
Nick Granlund is a big guy, and he likes the XP1K’s extra cabin room,
stiffer steering wheel and new seats as much as the high-output
engine and high-end suspension. And, the new quarter doors are way
better than nets. The roof is an option.
An 80-mph UTV? The new speedometer is easier to read and includes
engine temperature, range, time and icons for neutral, seat belt,
limp mode and mph/kph. The center storage has a padded iPhone
compartment in the lid and under-dash LED cabin lights.
Remove the bed cover for the liter engine, and the throttle bodies
and airbox are exposed. Unlatch four clasps to access the round,
RZR 800-style air filter; the lid is formed to hold the filter in place.
Note that the bed has two halves for complete removal for racing or