The 2011 Polaris RANGER Diesel marked Polaris’ entry into the diesel-powered side-by-side market. Built for farms, ranches, commercial properties and jobsites, it combined a 904cc three-cylinder diesel engine with the full-size chassis architecture used by the RANGER XP 800.
With seating for three, a 1,000-pound cargo-box rating, 1,500-pound total payload capacity and 2,000-pound towing capacity, the original RANGER Diesel prioritized useful work capability over acceleration or recreational performance.
2011 Polaris RANGER Diesel Specifications
| Engine | 904cc liquid-cooled three-cylinder diesel |
|---|---|
| Claimed Horsepower | 24 hp |
| Transmission | Automatic PVT with High, Low, Neutral and Reverse |
| Drive System | On-Demand True AWD, 2WD and VersaTrac Turf Mode |
| Top Speed | 35 mph |
| Seating Capacity | Three occupants |
| Front Suspension | Adjustable dual A-arm with 9.6 inches of travel |
| Rear Suspension | Dual A-arm independent rear suspension with 9 inches of travel |
| Ground Clearance | 12 inches |
| Cargo-Box Capacity | 1,000 pounds |
| Total Payload Capacity | 1,500 pounds |
| Towing Capacity | 2,000 pounds |
| Fuel Capacity | 9 gallons |
| Alternator | 55 amps |
| Overall Dimensions | 114 × 60 × 76 inches |
| Wheelbase | 76 inches |
| Dry Weight | Approximately 1,522 pounds |
| Front Tires | 25 × 10-12 |
| Rear Tires | 25 × 11-12 |
| Original MSRP | $12,999 |
904cc Three-Cylinder Diesel Engine
Power came from a liquid-cooled, 904cc three-cylinder diesel engine producing a claimed 24 horsepower. Polaris rubber-mounted the engine to reduce the amount of diesel vibration transferred into the passenger compartment.
The RANGER Diesel had a listed top speed of 35 mph. That was considerably slower than the gasoline-powered RANGER XP 800, but outright speed was not the purpose of this model. Its intended buyers placed greater value on low-speed operation, work capability and the convenience of using the same fuel as their tractors and other diesel equipment.
Sealed Clutch Driveline and On-Demand AWD
The engine was paired with an automatic Polaris variable transmission offering High, Low, Neutral and Reverse ranges. A fully sealed, fixed-center-distance clutch driveline was designed to keep water and debris away from the clutches while maintaining consistent belt alignment.
Polaris On-Demand True AWD automatically engaged the front wheels when the rear wheels lost traction. The driver could also select two-wheel drive or VersaTrac Turf Mode. Turf Mode unlocked the rear differential to reduce damage when driving across grass or other sensitive surfaces.
Built to Haul and Tow
The RANGER Diesel retained the practical attributes of Polaris’ full-size utility platform. Its dumping Lock & Ride cargo box could carry up to 1,000 pounds, while the vehicle had a listed total payload capacity of 1,500 pounds.
A two-inch receiver hitch supported a 2,000-pound towing rating. Those capacities made the Diesel suitable for moving tools, feed, fencing materials and other supplies around farms, ranches and commercial properties.
Heavy-duty front protection, inset headlights and underbody protection helped shield important components. Removable storage beneath the seat provided additional space for tools and smaller equipment.
55-Amp Charging System
A 55-amp alternator was an important feature for a work-focused UTV of this era. It provided electrical capacity for accessories such as additional lighting, cab heaters, fans, sprayers and snowplow equipment.
The nine-gallon fuel tank was also promoted as the largest in its class when the model was introduced. Combined with the fuel-efficient diesel engine, it allowed operators to spend more time working between refueling stops.
Independent Suspension and Three-Person Cab
Although designed primarily for work, the RANGER Diesel used independent suspension at all four corners. Its adjustable dual A-arm front suspension provided 9.6 inches of travel, while the dual A-arm independent rear suspension delivered 9 inches.
The chassis provided 12 inches of ground clearance, helping the vehicle travel over ruts, rocks and uneven jobsite terrain. A tilting steering wheel and bench seating allowed the RANGER Diesel to accommodate as many as three adults.
The occupant-protection structure was ROPS certified, and the vehicle used easy-buckle safety nets at the cab openings. Its digital instrumentation included a speedometer, odometer, tachometer, trip meter, hour meter, gear indicator, fuel gauge and temperature warning indicator.
Why the Original RANGER Diesel Matters
The 2011 RANGER Diesel was more than another engine option. It expanded Polaris into a portion of the utility-vehicle market traditionally served by diesel-powered machines from companies such as Kawasaki, Kubota and John Deere.
The model was particularly relevant for agricultural, industrial and fleet customers already storing diesel fuel for other equipment. It also demonstrated how widely the RANGER family was beginning to expand. Polaris was simultaneously developing gasoline, electric, multipassenger and diesel models for distinctly different users.
Polaris added a RANGER CREW Diesel for 2012 and continued developing diesel utility vehicles in the years that followed. Later models included the Polaris RANGER Diesel HST, which paired a diesel engine with a hydrostatic transmission and offered a Deluxe version with a fully enclosed climate-controlled cab.
The conventional RANGER Diesel also attracted aftermarket development. Pacific Performance Engineering later created a turbo kit for the Polaris RANGER Diesel that reportedly added approximately seven to nine horsepower.
For a broader look at the models and engineering milestones that shaped the platform, see the complete history of the Polaris RANGER.
Explore more Polaris UTV news, reviews and historical coverage from UTVGuide.net.
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