The 2014 Polaris RZR XP 1000 was more than a larger-engine replacement for the RZR XP 900. With 107 horsepower, a longer wheelbase, substantially revised suspension, larger tires and a roomier cockpit, it established a new benchmark for naturally aspirated sport UTV performance.
The XP 1000 became one of the most important models in the history of the Polaris RZR. Its combination of a 64-inch stance, 999cc engine and long-travel suspension helped define the next generation of high-performance recreational side-by-sides.
From the RZR XP 900 to the XP 1000
The Polaris RZR XP 900 had already pushed the sport UTV category forward when it arrived for 2011. Its 88-horsepower ProStar engine and trailing-arm rear suspension delivered considerably more performance than the original RZR 800 platform.
For 2014, Polaris did much more than increase displacement. Nearly every major part of the vehicle was redesigned. The original RZR XP 1000 received:
- A 999cc ProStar twin-cylinder engine
- 107 horsepower
- A 90-inch wheelbase
- 16 inches of front suspension travel
- 18 inches of rear suspension travel
- Walker Evans position-sensitive needle shocks
- 29-inch Maxxis Bighorn tires on 14-inch wheels
- 13.5 inches of ground clearance
- Standard electronic power steering
- A stronger front drive and rear driveline
- A larger and more comfortable cockpit
At 64 inches wide, the XP 1000 retained the maneuverability expected from a two-seat RZR while adding the stability, suspension capacity and power needed for aggressive trail, dune and desert riding.
999cc ProStar Engine and 107 Horsepower
The heart of the 2014 Polaris RZR XP 1000 was a liquid-cooled, 999cc, dual-overhead-cam parallel twin. Dual 48mm throttle bodies supplied the engine, while a recalibrated Polaris Variable Transmission transferred its 107 horsepower to the driveline.
Polaris designed the engine to deliver a broad spread of usable torque. More than 80 percent of peak torque was available from approximately 3,500 rpm through redline, giving the XP 1000 strong acceleration without forcing the driver to keep the engine at its upper limit.
That broad power delivery worked particularly well in varied terrain. During our RZR XP 1000 first ride at DuneFest, the machine pulled its 29-inch Maxxis Bighorn tires through the Winchester Bay dunes more easily than expected. It could approach steep climbs without an extended run and carry enough momentum to crest the top.
The XP 1000 was substantially faster than the XP 900, but the power remained smooth and predictable. That made the added performance more useful for typical recreational drivers.
Three-Link Trailing-Arm Rear Suspension
The RZR XP 1000 used a redesigned three-link trailing-arm rear suspension. The new geometry provided 25 percent more clearance beneath the trailing arms than the previous design and helped the machine achieve 13.5 inches of overall ground clearance.
Longer trailing arms helped maintain better wheel movement through the suspension stroke while improving strength. Polaris also optimized camber gain to keep the rear tires working effectively as the vehicle accelerated through corners.
Up front, dual A-arms provided 16 inches of travel. The rear suspension delivered 18 inches. Those numbers were substantial for a production two-seat UTV in 2014 and helped establish the suspension formula Polaris would continue refining through subsequent RZR XP models.
Walker Evans Position-Sensitive Shocks
Polaris paired the suspension with Walker Evans position-sensitive anti-bottoming needle shocks at all four corners. The front used 2-inch piggyback-reservoir shocks, while the rear received larger 2.5-inch shocks with remote reservoirs.
Each shock offered 16-position compression adjustment and adjustable preload. Internal needles progressively increased damping as the shocks moved deeper into their travel, improving bottoming resistance during hard impacts without making the initial portion of the stroke unnecessarily harsh.
During our DuneFest ride, the suspension became more composed as speeds increased. A few bottom-outs occurred with the compression adjustment set relatively soft for two occupants, but the chassis remained controlled through large rollers and closely spaced whoops.
Longer Wheelbase and Stronger Driveline
Polaris stretched the wheelbase to 90 inches, approximately 8.6 inches longer than the RZR XP 900. The additional length improved straight-line stability through whoops, rollers and other high-speed terrain without making the two-seat machine feel excessively long.
The High Performance On-Demand All-Wheel Drive system was strengthened to handle the additional power. Polaris claimed an 80 percent improvement in front-drive strength and used a closer-ratio final drive to keep the front wheels engaged more effectively when additional traction was needed.
Standard electronic power steering, an 18-foot turning radius and quick two-turn lock-to-lock steering helped preserve the responsive character expected from a RZR.
Braking was handled by 248mm ventilated discs and dual-piston calipers at all four corners. The larger brakes gave the XP 1000 the stopping power needed to match its higher speeds and increased weight.
Larger 29-Inch Tires
The 2014 RZR XP 1000 came equipped with 29-inch Maxxis Bighorn tires on 14-inch cast-aluminum wheels. The larger tire diameter contributed to the vehicle’s ground clearance and helped smooth small impacts while providing greater resistance to pinch flats.
Large tires can create additional rotating mass, particularly in sand, but the ProStar 1000 engine had enough power to turn the Bighorns without making the vehicle feel sluggish. At DuneFest, the combination worked better than the specifications alone might have suggested.
New Chassis and Roomier Cockpit
The XP 1000’s performance components rode on an all-new tubular chassis engineered for greater stiffness and durability. Just as importantly, Polaris addressed one of the XP 900’s most noticeable shortcomings: limited cockpit space.
The redesigned seats provided more lateral support and additional hip cushioning. Tool-free seat sliders made it easier to adjust the driving position, while added legroom made the machine more comfortable for taller drivers. At 6 feet 1 inch, I found the XP 1000 noticeably more accommodating than the XP 900.
Factory quarter doors were standard, with optional lower inserts available for more coverage. Other cabin improvements included:
- Driver and passenger dead pedals
- A stiffer steering wheel
- Improved seat-belt adjustment
- Sealed seat-belt retractor housings
- LED floor lighting
- A backlit digital instrument cluster
- Sealed smartphone storage
- A larger glove box
- Removable floor drains
A 9.5-gallon fuel tank provided 17 percent more capacity than the previous design. The rear cargo box could carry up to 300 pounds and included additional tie-down points.
Accessories and Electrical Capacity
Polaris designed the XP 1000 with integrated accessory mounting points and concealed wiring routes. Lock & Ride mounting hardware simplified the installation of roofs, windshields, rear panels, bumpers and rock sliders.
The electrical system included a 575-cold-cranking-amp battery with 44 amp-hours of capacity. A three-post terminal under the hood made it easier to wire lights, audio systems and other powered accessories. Keyed accessory power also helped prevent accessories from draining the battery after the ignition was switched off.
This accessory-friendly design contributed to the XP 1000’s popularity with aftermarket manufacturers. Roll cages, suspension systems, skid plates, doors, seats, lighting and performance parts quickly became available, making the XP 1000 one of the most frequently customized sport UTV platforms of its era.
2014 RZR XP 1000 Limited Editions
Black Pearl Limited Edition
The Black Pearl Limited Edition added custom Black Pearl paint with red and silver graphics, Indy Red suspension springs, Vogue Silver suspension components and three-color cut-and-sew seats with RZR emblems.
Matte Nuclear Sunset Limited Edition
The Matte Nuclear Sunset edition featured its namesake paint package, White Lightning springs, Cloud Silver control arms and trailing arms, and two-color cut-and-sew seats.
Dakar Limited Edition
The 2014 RZR XP 1000 Dakar Limited Edition was offered exclusively through international dealerships. Its blue, white and black graphics were inspired by the RZR that won the Dakar Rally T3 category.
Equipment included Voodoo Blue springs, Walker Evans shocks, custom seats, a low-profile front bumper, aluminum roof and a spare Maxxis Bighorn tire with mount. Polaris produced only 206 examples, making it one of the rarer factory XP 1000 editions.
Changes for the 2015 RZR XP 1000
Polaris increased output to 110 horsepower for 2015 through revised engine calibration, high-output camshafts, stiffer valve springs and an 11:1 compression ratio. A revised exhaust incorporated closed-loop fuel control and catalyst technology.
The clutch system also received important changes. A redesigned clutch cover, intake ducting, secondary helix and upgraded belt increased airflow through the clutch housing. Polaris claimed the new system provided twice as much airflow and reduced belt temperature by more than 50 degrees.
Two terrain-specific editions expanded the lineup for 2015:
- RZR XP 1000 High Lifter Edition: Lower gearing, a heavy-duty reverse chain, elevated engine and clutch intakes, mud-specific suspension, high-clearance arms, 29.5-inch High Lifter Outlaw II tires and a 4,500-pound winch.
- RZR XP 1000 Desert Edition: High-clearance suspension components, 30-inch Kanati Mongrel tires on 15-inch beadlock wheels, HMW protection, a spare tire, PRP seats, six-point restraints, a roof and an LED light bar.
2014 Polaris RZR XP 1000 Specifications
| Specification | 2014 RZR XP 1000 |
|---|---|
| Engine | 999cc liquid-cooled DOHC twin-cylinder |
| Horsepower | 107 hp |
| Fuel system | Electronic fuel injection with dual 48mm throttle bodies |
| Transmission | Automatic PVT with Park, Reverse, Neutral, Low and High |
| Drive system | On-Demand True AWD/2WD |
| Front suspension | Dual A-arm; Walker Evans 2-inch needle shocks; 16 inches of travel |
| Rear suspension | Three-link trailing arm; Walker Evans 2.5-inch needle shocks; 18 inches of travel |
| Front tires | 29 x 9-14 Maxxis Bighorn |
| Rear tires | 29 x 11-14 Maxxis Bighorn |
| Wheelbase | 90 inches |
| Overall dimensions | 119 x 64 x 73.75 inches |
| Ground clearance | 13.5 inches |
| Dry weight | 1,379 pounds |
| Fuel capacity | 9.5 gallons |
| Cargo-box capacity | 300 pounds |
| Payload capacity | 740 pounds |
| Power steering | Standard electronic power steering |
| Original colors | White Lightning and Titanium Matte Metallic |
Why the Original RZR XP 1000 Still Matters
The 2014 Polaris RZR XP 1000 established a formula that influenced sport UTV development for years: a naturally aspirated 1000cc engine, 64-inch width, long-travel suspension, large tires and a cockpit suitable for longer recreational rides.
It also arrived before turbocharged engines and electronically controlled suspension became common in flagship sport UTVs. The result was a relatively direct and mechanical driving experience backed by a massive aftermarket.
Later RZR models became faster and more sophisticated, but the XP 1000 was the machine that reset expectations for the naturally aspirated sport UTV. It remains an important chapter between the groundbreaking RZR XP 900 and the newer generations of the Polaris RZR family.
Frequently Asked Questions
How much horsepower did the 2014 RZR XP 1000 have?
The original 2014 Polaris RZR XP 1000 produced 107 horsepower from its 999cc ProStar twin-cylinder engine. Output increased to 110 horsepower for 2015.
How much suspension travel did the RZR XP 1000 have?
The 2014 RZR XP 1000 provided 16 inches of front suspension travel and 18 inches of rear travel. It used Walker Evans position-sensitive needle shocks at all four corners.
How wide was the original Polaris RZR XP 1000?
The original RZR XP 1000 was 64 inches wide. Its wheelbase measured 90 inches, and overall length was 119 inches.
What size tires came on the 2014 RZR XP 1000?
Polaris equipped the 2014 XP 1000 with 29-inch Maxxis Bighorn tires on 14-inch cast-aluminum wheels.
What was the difference between the XP 900 and XP 1000?
The XP 1000 had a larger and more powerful engine, a wheelbase approximately 8.6 inches longer, more suspension travel, 29-inch tires, a stronger driveline and a roomier cockpit. It was an all-new platform rather than a simple engine upgrade.
Where was the RZR XP 1000 first tested by UTVGuide.net?
UTVGuide.net first experienced the XP 1000 at DuneFest 2013 in the Winchester Bay dunes of Oregon. Read the complete Polaris RZR XP 1000 first ride review for our original driving impressions.
