FIRST TEST 2024 POLARIS RZR XP4 SIDE-BY-SIDE

Polaris’ RZR XP4 1000 is all new and it long has been a top seller in the four-seat sport side-by-side market. Last upgraded in 2019, Polaris gives the venerable family wagon a complete make-over for the model year.

The original RZR XP4 1000 has been a number-one seller, and it last got updates in 2019. For 2024, both the XP4 and two-seat RZR XP get an all-new Chromoly frame that’s 25-percent stiffer and stronger, stronger suspension arms (with new part numbers) while retaining the original width and wheelbase, all-new aggressive styling with improved sightline over the hood, one-inch lower front seats with six-inch adjustability, roomier interior, restyled dash with driver and passenger covered storage bins, new dead pedals and driver-side heel pocket, and a new over-molded passenger T-bar with 18mm/19mm lug wrenches in the T-handle. New solid doors have front hinges and indexed inner latches, and the XP4 front seats are moved back 1.5 inches, while the rear seats are raised for stadium seating.

A Gen 2 ProStar inline twin puts out 114 horsepower and has a new vented head. It’s tuned for increased midrange and impressive 15-30 mph acceleration via a new hybrid Turbo-Ranger transmission with lower ranges, new output splines, and geared reverse instead of chain. A new CVT has better ducting and cooling airflow for lower belt temperatures. Driveline upgrades include a stronger Prop shaft and axles, and the stronger frame has less bolted joints for less vibration and rattles. The new rounded cage has A-pillar support tubes, inner strengthening tubes up top, and B-pillar triangulation supports. Rear 2.5 Walker Evans needle shocks now have triple springs and revised rebound damping. Also new out back, a friction-hinged tonneau cover protects cargo in the removable bed tray, which improves engine access for maintenance.

RZR XPs come in Sport, Premium and Ultimate trim levels with the two-seat Sport starting at $20,999 with half doors, 29-inch tires, new digital display and illuminated switches. Premiums start at $22,999 with 30-inch ProArmor tires, color-matched dash, 7-inch Ride Command screen, Rockford Fosgate Stage 1 audio with PMX head, poly roof, and four-point harnesses. Ultimates start at $25,999. RXR XP4s start at $24,999 for Sports, Premiums are $26,999, and Ultimates are $29,999 and come in Indy Red or Matte Titanium/Onyx Black.

2024 RZR XP4 ULTIMATE STANDARD FEATURES

Ultimate 2024 RZR XP4s get color-matched cut-n-sew seats, premium paint and graphics, color-matched shock springs, dash, and bumper, 900-Watt charging system, 6-position pulse bar for accessories, tilt steering with new quick-steer rack, a poly roof, Rockford Fosgate Stage 3 audio system, Ride Command with rear-view camera, Sub-Zero harnesses, front tow loop, and heavy-duty front bumper with tie-down points. Besides the back-up camera, Ultimates get rear-view and side mirrors and a front and rear LED accent light package. Also, they get integrated door bags up front; the bags will hold a hoodie each and double as arm rests and knee cushions.

GET YOUR MOTOR RUNNIN’

Crank the key with the brake applied in Park, and the new Gen 2 twin rumbles to life with a throaty purr. Underway, the new engine, transmission and CVT work in unison to impress. Delivery is smooth and spirited, and, even though the 2024 Ultimate is 242 pounds heavier than the 2022 XP4 Premium, it accelerates much harder. The 114-Hp twin only puts out four more ponies, but the throttle map, CVT tuning and lower transmission ratios make it rip out of corners and leap from 15 mph through 30 and beyond. Top speed is claimed to be the same (80+ mph in High), but we couldn’t find a trail straight and flat enough to get much above 60 mph at Windrock Park in Tennessee. Low range is good for a governed 35-36 mph top speed, and acceleration in Low is even more impressive.

While the bore and stroke are the same (92.0mm x 75.1mm), Polaris engineers achieved the power gain with quicker delivery via an increase in compression from 11.1:1 to 12.5:1 and a new larger intake plenum that uses one electric 46mm EFI throttle body instead of the Gen 1’s two 48mm bodies. Polaris also added a new knock sensor to the block so RZR XPs can still run 87-octane pump gas. Polaris claims a power gain across the usable rpm range; our seat-of-the-pants dyno agrees, and the lower-geared transmission has lost the old XP’s heavy-load whine under hard throttle as well.

HEAD OUT OFF THE HIGHWAY

The 2024 RZR XP4 also has front-width rear tires and wheels, and the quick-revving engine has plenty of power to break the rear 30x10R14 Trail Master X/T 2.0 meats loose for drifts on fire roads; it pivots easily and carries the drift out. Polaris’ On-Demand AWD is an excellent tool for steering in without the dreaded 4×4 push, and then it powers out with a predictable slide until 4WD engages and pulls the car into line for the next straight. The RZR XP doesn’t have an Engine-Braking System helix, so it free-wheels down steep hills. Keep a little throttle applied, and the CVT stays engaged for controlling down-hill speed with the rear tires.

Where the two-seat RZR XP has a 90-inch wheelbase, the XP4 has a long 117-inch wheelbase, which gives it much more straight-line stability at the expense of some turning agility. It’s a blast to back the XP4 into turns and power out, but it will also steer in easily at slower speeds on tighter trails. The new steering rack goes lock-to-lock in 1.5 turns, and EPS assist is excellent for tight woods work. The steering wheel is sturdy and has thumb nubs for thumbs-up driving; anyone who has ever hooked a stump or rock with a front tire with thumbs wrapped around the wheel will see stars and possibly a doctor.

The only time the XP4’s wheelbase became an issue on the ride was over one really large and abrupt hump, and the XP4 high-centered. No problem, we simply backed off of it, hit Low and stabbed the throttle. It clawed over, and we started goosing the throttle harder over each oncoming water bar. Reaction time and the meaty power delivery make the XP4 shoot over water bars and not buck as the rear tires hit. Soon, water bottles were flying around the comfortable cabin. The new RZR XP seats are very comfortable and secure, and the Sub-Zero harnesses work well, but we could’ve retrieved the water bottles without unbuckling with Click-Six retracting harnesses. The new cabin has plenty of head and shoulder room, and the new doors add to security and confidence, but full-sized adults will feel cramped in the rear seats. Our average-height test driver had the driver’s seat adjusted all the way back, so taller pilots might want more leg room. The adjustable passenger T-bar has great traction and feel, but reviews were mixed about rear-passenger hand-holds, which are bare steel tubes and angled.

LOOKIN’ FOR ADVENTURE 

As we grew accustomed to the more rigid chassis and suspension arms, we hammered rock gardens, ledges, and water bars harder and harder. Tuning of the Walker Evans Needle shocks is excellent for adventure over harsh terrain. Shocks stroke through initial travel smoothly and soak up rock, root, and rut hits, and we never used up all 20.5 inches of travel at either end. The WER shocks are set from the factory in the middle of 16 available clicker settings, and the chassis takes a good set in corners for powering out. Hard chargers detected a bit much body roll and went five clicks harder all around for flatter cornering, at the expense of some ride quality. We never topped out either end, either.

Windrock had had some rain earlier in the week, and there were plenty of puddles on trails to avoid – or not. Half doors and the poly roof keep most of the mud out of the cabin, and the new rivet-less fender flares also do a good job. Polaris had set up Ride Command Group Ride in every RZR XP, and it’s cool to keep track of ride progress. It even tells you if the guide is moving or stationary, and the back-up camera and screen are much more useful than the three new mirrors. Intake and exhaust noise inside the cabin are pretty low, so cranking up the stereo wasn’t necessary at speed. The new digital instrument package is easy to read and tunable, and Ride Command’s speedo page is even easier.

Brakes are strong and have good pedal feel. Two-piston front and single-piston rear calipers get the job done and haul the XP4 down from speed quickly, and the ProAmor tires offer plenty of braking traction in addition to side bite for turns. Pedals are nicely placed and sturdy, and the small step in the floor acts as a nice heel pocket for the driver’s throttle foot. We never got any pedal flutter over rocky or choppy terrain. Its sure-footedness is impressive, and the new bodywork has great sight-line over the hood, even with the lower seating position. It’s also easy to see over the doors.

 

THE VERDICT

All in all, Polaris did a great job of reinventing the RZR XP4 (and XP) for 2024, and it does everything better than the 2023 XP4. Power, delivery, handling, agility, shock tuning, and especially cabin comfort are all improved, adding up to a great machine for any family adventure. Adding the Ultimate to the RZR XP line-up was also a great move for 2023, even though the XP4 Ultimate had an MSRP of $28,399. The all-new 2024 RZR XP4 Ultimate is a much better machine at $29,999. Most Polaris Adventure Outfitters don’t rent Turbo RZRs, so this will be the go-to machine. If your local Polaris dealer doesn’t do demo rides, check out the much-improved 2024 RZR XP4 Ultimate or Premium at your nearest Polaris Adventure Outfitter. We think you’ll be as impressed as we are.

SPECS: 2024 POLARIS RZR XP4 ULTIMATE

Engine type…Liquid/oil-cooled, 8-valve, DOHC, 4-stroke I-Twin

Displacement…999cc

Bore x stroke…92.0mm x 75.1mm (x2)

Compression ratio…12.5:1

Lubrication system…Dry sump

Induction…46mm EFI

Starting/back-up…Electric push-button/none

Starting procedure…Turn ignition key in Park with brake

Airfilter:

Type…Pleated paper

Transmission…Dual-range CVT w/rev.

Drive system…2WD/4WD w/diff-lock

Final drive…Shafts

Fuel capacity…9.5 gals

Wheelbase…117.0”

Overall length/width/height…147.8”/64.0”/75”

Ground clearance…14.5”

Claimed dry weight…1901 lb

Bed capacity…300 lbs

Towing capacity…N/A

Frame…Round tube steel

Suspension/wheel travel:

Front…Dual A-arms w/prel- & comp.-adj. WER 2.0 Needle LSC shocks/20.5”

Rear…IRS Trailing arms w/prel- & comp-adj. WER 2.5 Needle LSC shocks/20.5”

Brakes:

Front…Twin-piston hydraulic discs

Rear…One-piston hydraulic discs

Parking…In Transmission

Tires:

Front…30x10R14 Trail Master X/T 2.0

Rear…30x10R14 Trail Master X/T 2.0

DC Outlet…Dash & rear console

Lighting:

Front…High/low LED headlights

Rear…Dual LED brake/tail-lights

Instrumentation…Multi-function digital w/bar-style tach, CVT temp and fuel; digi speedo; drive mode, gear, Eco, clock, odo, hour; icons for seat-belt, oil, engine check, water temp, neutral, reverse, park, EPS & CVT belt

Colors…Indy Red/Onyx Black, Matte Titanium/Onyx Black

Minimum recommended operator age…16

Suggested retail prices…$29,999

Contact…www.polaris.com, (800) POLARIS