By Jon Crowley
The 2013 Polaris RANGER XP 900 was designed primarily as a utility side-by-side, but its 60-horsepower ProStar engine made me wonder how it would perform somewhere far removed from the farm or jobsite. To find out, I installed sand tires, loaded it alongside a RZR XP 900 and headed to Nevada’s Sand Mountain Recreation Area.
The result was a surprisingly capable dune machine—as long as I kept its work-focused design and extra weight in perspective.
A Completely Redesigned RANGER
I first saw the RANGER XP 900 at the Polaris 2013 model introduction. This was much more than a RZR XP 900 engine installed in the previous RANGER XP 800 chassis. Polaris developed the vehicle from the ground up with a new frame, revised drivetrain and a ProStar 900 engine calibrated specifically for utility use.
The 875cc twin-cylinder engine produced a claimed 60 horsepower, but its emphasis was on low-speed response, torque and pulling power rather than the more aggressive acceleration of the RZR XP. Polaris even demonstrated the new RANGER by using it to pull a dump truck uphill.
Polaris also increased the wheelbase by five inches and relocated the engine from beneath the seat to a position under the cargo box. That change helped reduce noise in the cab. A stronger drive belt and improved clutch cooling were added to handle the increased power and demanding work cycles.
My 2013 RANGER XP 900 Sunset Red LE
Not long after the introduction, Placerville Polaris called to let me know that a 2013 RANGER XP 900 Sunset Red Limited Edition was ready for me to pick up.
In addition to the standard RANGER equipment, the Sunset Red LE included:
- 12-inch black Xcelerator wheels with PXT tires
- An adjustable driver’s seat
- Turbo Silver-painted front and rear suspension springs
- Electronic Power Steering
I immediately put the RANGER to work around our property. It hauled wood pellets and helped with a fencing project, demonstrating why the 1,000-pound-capacity cargo box was one of the machine’s most important features.
A few weeks later, however, I started planning a Halloween trip to Sand Mountain with Dave Kuskie of Fullerton Sand Sports. I was already bringing my 2013 Polaris RZR XP 900, but the RANGER’s new engine made it too tempting to leave at home. The trip became an all-XP 900 comparison: one RZR and one RANGER.
The 2013 Polaris RANGER XP 900 fitted with sand tires for our Sand Mountain test.
Preparing the RANGER XP 900 for the Sand
The RANGER XP 900 and RZR used the same 4/156 wheel bolt pattern, but the new RANGER had larger M12x1.50 wheel studs. My sand tires were already mounted on OMF Performance beadlock wheels with billet centers, so I carefully enlarged the lug holes in the centers to 31/64 inch to accommodate the larger studs.
The RANGER retained enough clearance to run the 12-inch wheels, and the sand-tire setup fit properly on this particular machine. Anyone considering a similar modification should independently verify wheel offset, brake clearance, stud diameter, lug-seat compatibility and proper lug-nut engagement before riding.
2013 Polaris RANGER XP 900
First Attempt at Climbing Sand Mountain
After arriving at Sand Mountain Recreation Area, I unloaded both machines, picked up Dave and headed into the dunes.
Following a few photos, we decided to see whether the RANGER could climb Sand Mountain. The first thing I noticed was how different it sounded from the RZR XP. The exhaust was quieter, and the engine seemed to operate at a lower rpm. Its utility-oriented power delivery was immediately apparent.
About one-third of the way up the hill, it became obvious that we were not going to reach the top. I turned around and headed back to camp disappointed—but Dave quickly identified the likely problem. We had not checked the tire pressure before making the attempt.
Air pressure can dramatically affect a UTV’s ability to stay on top of soft sand. Beadlock wheels allow lower pressures to be used without as much risk of unseating the tire bead, although extremely low pressure can make a tire less stable and cause the sidewall to fold during hard cornering.
I adjusted all four tires to 6 PSI and tried again. The difference was remarkable. The RANGER stayed on top of the sand, maintained its momentum and pulled all the way to the summit.
Testing the Polaris RANGER XP 900 in the dunes at Sand Mountain.
RANGER XP 900 Dune Performance
Once we knew the RANGER could reach the top, we headed farther into the dunes. I handed the keys to Dave so I could photograph the machine in action.
Watching it cross the sand, it was hard to believe that the same RANGER had carried approximately 900 pounds of wood pellets only a few weeks earlier. It was not as quick, nimble or responsive as the RZR XP, but it performed considerably better than I expected from a utility side-by-side.
Suspension and Stability
The RANGER XP 900 had 10 inches of front and rear suspension travel. The suspension handled small jumps well and delivered a comfortable ride across the chopped-up sections of the dunes.
Its 60-inch width also made the vehicle feel stable and predictable while traversing sidehills. STU Razor Blaster tires on the front provided good steering response on steep climbs and helped the heavier RANGER hold its line.
Electronic Power Steering
I have always appreciated power steering in UTVs, and the factory EPS on the Sunset Red LE worked well in the sand. It provided more assistance at low speeds without feeling excessively light as speed increased.
That balance made the RANGER easier to place on sidehills, maneuver around camp and steer through soft sand.
Power Compared With the RZR XP 900
The 60-horsepower ProStar engine provided enough power for recreational dune riding, but the RANGER did not accelerate or climb like a RZR XP 900.
At a claimed dry weight of 1,360 pounds, the RANGER was approximately 170 pounds heavier than the RZR XP. Its engine calibration and gearing were also designed around low-speed control, hauling and towing rather than pure sport performance.
Anyone approaching the RANGER from a RZR background needed to keep those differences in mind. The two machines shared ProStar engine architecture, but they were built for different purposes.
2013 Polaris RANGER XP 900
Final Verdict
The 2013 Polaris RANGER XP 900 was not a replacement for a dedicated sport UTV. If dune performance were my only priority, I would choose the lighter and more responsive RZR XP 900.
That was not the point of this test, however. The RANGER had already proven capable of hauling heavy loads and working around the property. With the correct sand tires and properly adjusted air pressure, it could also climb Sand Mountain, cross chopped-up dunes and provide an entertaining weekend of recreational riding.
For an owner who needed a machine that could work during the week and still play hard on the weekend, the RANGER XP 900 offered an impressive combination of utility, comfort and performance.
