effort and turf damage, and the front
diff incorporates Polaris’ AWD (
all-wheel drive) system. When the rear
wheels lose traction and spin, the front
diff engages 4WD to regain traction.
This system reduces “push” into turns
and is super user-friendly; however,
Sportsman XPs have EBS and ADC
(active-descent control) to produce
four-wheel engine braking on downhills,
and the Ranger 570 doesn’t, so only
the rear tires are slowed.
HOW IS THE SUSPENSION?
Like the RZR 570’s, only with less
travel. The Ranger 570 has Sachs
rear shocks and front struts that yield
9 inches of rear-wheel travel and 8
inches up front, respectively. Spring
and damping rates are tuned more
for a smooth ride than gobbling sand
whoops or water bars on the trail. It’s
fairly easy to bottom either end on
larger G-outs at spirited trail speeds,
but the balance and ride quality are
good. Rear shocks have five-way
adjustable preload to compensate for a
loaded bed too.
WHAT ABOUT THE HANDLING?
It’s good, but not RZR-sharp. Overall
IS IT A MUD MONSTER?
weight is about 76 pounds heavier than
the RZR 570, and 8 inches of extra
width let it corner harder. The mid-
sized chassis also has 4 inches less
wheelbase than the RZR, so it reacts
to steering input quicker. There’s a
good compromise between cornering
prowess and straight-line stability, but
you can’t throw the Ranger 570 around
in the woods like you can the 50-inch
RZR. It’s a bit wide in tight, twisty turns,
but it’s more stable in fast, wide-open
turns. However, the RZR 570 has front
and rear torsion bars, while the Ranger
only has a rear torsion bar to fight body
It’s more mud-worthy than the old
500, but it could be better. Extra power
and torque from the ProStar engine
are handy, but the Ranger 570 draws
air from the square crossmember that
anchors the ROPS cage behind the
cab, and air is drawn through louvers
on each end. This is at the same level
as the bed. Air Aid builds snorkels for
RZRs and many UTVs, and replacing
the louvers with snorkels wouldn’t be
hard. Other than that, the Ranger 570
is at home in the deep stuff with 10
inches of ground clearance, IRS and
AWD with locking front diff.
HOW IS IT IN BIG BOULDERS?
It rocks in rocks too. The Ranger
570 has more width for confidence on
extreme off-camber sections, and it has
more power to turn larger tires—if you
go that route for more ground clearance
and traction. The rear torsion bar allows
the IRS to articulate in rocks, and EPS
is almost like cheating. Polaris tuned
the shocks for a plush ride, and the 570
shines in rocks—although doors would
provide more confidence.
The long header is shielded to prevent its heat from fading the Sachs rear shock with adjustable preload. The rear torsion bar fights body roll in turns, but allows articulation for the IRS to
handle uneven obstacles.
The mid-sized 570 cockpit is roomy with two people but cramped with a third,
and there’s a partition molded into the floor so the passenger doesn’t accidentally
press the throttle pedal. Check out the analog instruments, 12-volt power port and
extra drive mode on the 2WD/4WD toggle.
CVT components are shared with the RZR line, although
the Ranger 570 has its own clutch tuning. The air duct
to the airbox is routed to draw air from the square cross
tube via the louvers on each end.