UTV TEST: 2024 POLARIS RZR XP 1000 ULTIMATE

On Sep 25, 2024

2024 POLARIS RZR XP 1000 ULTIMATE

Polaris’ best-equipped, normally aspirated sport UTV! By the staff of Dirt Wheels

Polaris’ number-one-selling UTV is the RZR XP 1000, and it last received upgrades in model year 2019, but the RZR XP gets a game-changing total makeover for 2024. Polaris’ goal was to make the RZR XP the leader in agility, comfort, durability and affordability. Dirt Wheels tested the four-seat RZR XP 4 in the August 2023 issue, and we got our hands on the two-seat RZR XP Ultimate for this test. Most Polaris Adventure Outfitters don’t rent or conduct tours with turbocharged RZRs, so the venerable RZR XP 1000 is their go-to sport SxS. Find a Polaris Adventures Outfitter near you or a place you’d like to explore, and check out the 2024 RZR XP for yourself.

GENERATION 2.0 RZR XP UPGRADES

For 2024, both the two-seat RZR XP and four-seat XP 4 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 sight line over the hood, new LED lights, new front bumper with tie-down loops, a front tow loop, lower seats with 6-inch adjustability, roomier seats and interior, Sub-Zero harnesses, 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 more adjustable T-handle. It has a smaller steering wheel and quick-turn steering rack for better flickability with a new EPS assist map. Solid doors now have front hinges and inner latches that are indexed on the exterior. The XP 4’s 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, stronger output splines, increased bearing strength, and a geared reverse instead of chain. It also has a new alternator. The new CVT has a larger belt, better ducting, and more cooling airflow for lower belt temperatures and longer life. Driveline upgrades include a stronger prop shaft and axles, and the stronger welded 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. A removable (four bolts) bed tray improves engine access for maintenance.

2024 POLARIS RZR XP 1000 ULTIMATE – HOW DOES COST COMPARE?

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. That’s $900 less than last year. Premiums start at $22,999 with 30-inch Pro Armor 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. RZR XP 4s 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. Sports come in White Lightning, while Premiums come in Matte Titanium and Onyx Black.

Arctic Cat’s Wildcat XX starts at $24,999 for the LTD, $25,899 for the SE, and $28,999 for the Black Hills Edition. Can-Am’s Maverick 1000R Sport starts at $20,399 for the DPS, the X mr is $24,099, and the X rc is $24,499. Honda’s 2024 Talon 1000RS is $21,099, the 1000R is $21,399, and the Live Valve is $23,599. Kawasaki’s Teryx KRX 1000 starts at $23,899, the SE is $25,899, and both the Trail Edition and 1000eS are $26,399. Segway’s Villain SX10 S is $16,299, the SX10 P is $18, and the 72-inch SX10 WP is $19,699. Yamaha’s YXZ1000R is $20,899, the Sport Shift is $20,899, and the XT-R is $23,699.

2024 POLARIS RZR XP 1000 ULTIMATE STANDARD FEATURES

The 2024 RZR XP Ultimates get color-matched cut-and-sew seats, premium paint and graphics, color-matched shock springs, dash and bumper, 900-watt charging system, six-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.

HOW DOES THE 2024 POLARIS RZR XP 1000 ULTIMATE PERFORM?

Of all the changes and upgrades done to the 2024 RZR XP, the engine is the most impressive. The second-generation 114-horsepower ProStar 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 82 mph in High, and Low range is good for a governed 35–36-mph top speed. 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 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.

Turning and handling are also improved over 2023, even though wheelbase is the same at 90 inches. The new steering rack goes lock to lock in 1.5 turns, and EPS assist is excellent for tight woods work and high-speed desert alike. The steering wheel is sturdy and has thumb nubs for thumbs-up driving. It turns in quicker with less effort, and the stiffer chassis adds to stability, as does the new rear-shock tuning. The 2024 RZR XP 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; it pivots easily and carries the powerslide out. Polaris’ On-Demand AWD is excellent 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 downhill speed with the rear tires. The front diff doesn’t engage when the front tires are spinning faster than the rears.

Polaris gave the 2024 RZR XPs four more ponies via increased compression, a new vented head, and a larger intake plenum fed by a single 46mm EFI throttle body. The 114-horsepower twin works with a new transmission with lower gearing and gear-driven reverse.

**The EPS unit is tuned to work with the new steering rack, and the RZR XP goes lock to lock in 1.5 turns. The Ultimate also gets a 400-watt amp to power four speakers.**

As we got accustomed to the more rigid chassis and suspension arms, we hammered corners, hills, and whoops 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. The RZR XP is well balanced, and we didn’t get any rear-end kick over desert chop and whoops. We tried four clicks stiffer all around and reduced body roll in turns at the expense of ride quality, so we went back to 8 out. We never topped out either end, either.

Brakes are the same between 2023 and 2024 with twin-piston front and single-piston rear calipers, and the power increase and quicker-turning steering rack don’t overwhelm the brakes, even though we’re driving harder into turns and obstacles. All the improvements and upgrades to the overall stiffness of the 2024 RZR XP make it a faster, more agile package that’s easier to drive at higher speeds. We also did some rock crawling in really tight canyons, and the clutch engagement and throttle were confidence-inspiring. The transmission’s lower gearing give crawlers and mudders more to like, too. Pro Armor tires offer plenty of braking traction in addition to side bite for turns.

**New seats are roomier and mounted lower in the cabin for more comfort, and the driver’s seat has 6 inches of adjustability.**

WHAT ABOUT CABIN COMFORT AND DETAILS?

The new RZR XP seats are very comfortable and secure, and the Sub-Zero harnesses give more security and comfort than shoulder belts, but we like Click-6 better. The new cabin has plenty of head and shoulder room, and the new doors add to security and confidence. At the Windrock Park press event, when we tested the RZR XP 4, the Ultimates were fitted with front door bags, but our RZR XP Ultimate didn’t have them. We have bruised elbows on the inner door liners’ indentations, so we’d prefer the cushion of the door bags. 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, and we like the new push-button adjustment and removal for use as a T-handle wrench. There are storage bins on top of the dash for the driver and passenger, along with the glove box, and there are five blanks for adding accessories under the Ride Command screen. Rockford Fosgate speakers are on each side of the dash, and music is supplied via Ride Command Bluetooth and your device.

The new steering wheel is sturdy and comfortable, and the tilt-steering mechanism is also tight. Throttle and brake 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, and blue LED accent lighting under the dash is also nice. The new digital instrument package is easy to read and tunable, and Ride Command’s speedo page is even easier. At our XP 4 test at Windrock, we didn’t notice exhaust and intake noise being overly loud, but both are pretty loud at higher speeds with more throttle.

**When reverse is engaged, Ride Command goes to the backup screen, and the grill has a mount for an accessory front camera.**

Front twin-piston and single-piston rear calipers provide plenty of stopping power, and the suspension arms are stronger for 2024. Extended sidewall lugs provide extra traction in mud and more sidewall protection.

CONCLUSION – 2024 POLARIS RZR XP 1000 ULTIMATE

We were impressed with the 2024 RZR XP 4 at Windrock Park, and we’re even more impressed with the two-seat RZR XP, as it weighs some 259 pounds less than the four-seater. Although not as strong as RZR Turbos, the Gen 2 ProStar engine will pin you to the seats when you get on the throttle hard, and turn-to-turn acceleration is exciting. All of the upgrades Polaris made to the 2024 RZR XP work together to create a faster, more agile, more comfortable and more rigid package. The solid half doors, roof, and more sturdy cage provide better security and safety than the previous RZR XP, and the new suspension tuning provides a smooth, more balanced ride. It does everything very well and better than the 2023.