Polaris likes to get a jump on the competition each year with an early release of a new model. Usually that means a high performance machine meant to set the pace for the rest of the season. This year though, they opted to bring out not just one new model but two, and they couldn’t be more different. Get ready for the all-new Sportsman ACE and the Scrambler XP 1000.
Here Comes the ACE
For many months we had been sure that Polaris was set to release an all-new model, sometime in 2014, called the ACE. Based on the name, which indicates a single place card, we also were sure it would be a single seat machine not unlike Honda’s long discontinued 1989 Pilot. We weren’t far off. The ACE is a single seat machine with geometric similarities to both an ATV and a traditional side x side. In fact, since it isn’t exactly a side x side, and not exactly an ATV, we’re not really sure how to categorize it, but one indication of what Polaris considers it to be can again be found with its official name, the Sportsman Ace. On their website and in media literature, the Sportsman ACE is included in the ATV sections, but it makes little difference really; it’s unlike anything else on the trail.
A walk around the ACE and a look under the skin shows it borrows heavily from the Sportsman ATV lineup, but also the RZR 570. It’s almost like the front half of the Sportsman 570 is married to the rear half of a RZR 570, with a seat and steering wheel stuck between, and a roll cage overhead. It’s unique! Since Polaris has many fine models in both their ATV and side x side lineup, our question was - who is this built for? Polaris believes the Sportsman Ace will appeal to new riders, novice riders, or anybody else that would prefer sitting in their off-road machine rather than being perched on top of it. Overall size is barely bigger than a Sportsman ATV, with some identical specifications. Suspension seems to be the biggest area of similarity, with both the ACE and the Sportsman 570 using MacPherson struts in the front with 8.2” of wheel travel, dual rear A-arms with 9.5” of travel, hydraulic brakes, and the same tires front and rear. Due to the placement of the rider’s seating position and foot placement, the ACE runs tie-rods that are ahead of the lower front control arms. This looks a little strange at first, but it had to be that way for packaging. Overall ground clearance on the ACE is slightly less than the Sportsman 570 though, because engineers wanted a lower center of gravity for improved handling.
One area in which there is a significant difference between the ACE and every Sportsman is the motor. Polaris gave the ACE an all-new powerplant branded under the Pro-Star engine line, but they were very elusive at listing its displacement. By our rough calculations, we estimate it to be in the 400cc range, with horsepower listed at 32 at its peak. The new engine is every bit a modern, liquid cooled, four stroke in every way though. We love how Polaris gave the ACE a front storage box very similar to the one in the Sportsman lineup, and at the rear is a small cargo deck that mimics the one on the mid-sized RZR models. We can never have too much storage. There is even a receiver hitch rate for 1500 pounds down below, and we were a bit surprised the diminutive ACE would be rated for 3/4 ton of towing!
A New Ride
It doesn't matter to us whether the ACE is considered an ATV or side-by-side; we were anxious to take it for a spin. Rather than doors, Polaris gave the ACE side nets for protection and you can climb in either side. Once inside you strap yourself down with the three-point lap and shoulder belt, turn the key on, and the little engine that “can” springs to life. In the center of the steering wheel is Polaris’ standard gauge package with info on speed, RPMs, fuel, and all kinds of diagnostic info on the ACE engine. To the dash right are the 4wd/2wd switch, a couple accessory switch knockouts, and a 12V outlet. At the right hand side of the seat is a familiar Polaris shift lever and we snicked it into High and headed for the trail.
A little throttle input got the ACE moving, and you can tell the clutch is designed more for top speed than torque from the small engine. It’s not going to break the wheels free in a spinning frenzy, but it will accelerate nicely. On the trail the ACE maneuvered much like an ATV with a slightly longer wheelbase. The difference is, since you’re strapped in, you won’t be using any body-English, so plan any sidehill or off-camber stuff accordingly. At 853 pounds, it would definitely be a portly ATV, but it feels much lighter than any side x side. Steering is predictable, and the MacPherson front struts can be a little mushy, but we never bottomed it. The rear suspension features five way preload adjustability, and it too was adequate for new or novice riders. It’s what we would expect for an entry level machine. It’s that clutch, however, that can be a little disappointing.
While the new engine runs great and puts out decent power, thanks to EFI, a 400cc engine doesn’t have a lot of torque to work with, especially when pushing an 800+ pound machine. To compensate for minimal torque, the clutch is set to engage at a significantly higher RPM which means it can be a little jerky, both when taking off, and when getting into, then backing off the throttle. Rather than backshift and maintaining engagement, the clutch will disengage and you’ll be coasting, and then getting back into the throttle which can be a little jerky. This is especially noticeable when following other riders. We believe an engagement point about 400 rpms less would help cure this problem. We’ll work on this on our own when we receive a long term test unit.
Overall the ACE is a unique vehicle that will be a great first step for novice riders anxious to enter the sport. It’s a fun little buggy that just may open a whole new category of off-road entertainment.
2015 Polaris Sportsman ACE Specifications
Engine: 32 HP (peak) Fuel Injected, liquid cooled, single cylinder 4-Stroke Pro-Star
Transmission/Final Drive: Automatic PVT P/R/N/L/H; Shaft with On-Demand AWD/2WD
Front Suspension: MacPherson Strut With 8.2" (20.8 cm) Travel
Rear Suspension: Dual A-Arm, Anti-Sway Bar 9.5" (24 cm) Travel
Front Tires: 25 x 8-12; 489 tires, stamped steel wheels
Rear Tires: 25 x 10-12; 489 tires, stamped steel wheels
Wheelbase: 61.5 inches
Dry Weight: 835 lb
Overall Size (L x W x H): 90" x 48" x 68" (229 cm x 122 cm x 173 cm)
Ground Clearance: 10.25"
Fuel Capacity: 5.25 gallons
Front/Rear Rack Capacity: 120 lb (55 kg)/240 lb (110 kg)
Payload Capacity: 575 lbs (261 kg)
Hitch Towing Rating: 1,500 lb
Hitch/Type: Standard/1.25" Receiver
Lighting: Halogen 55W low/ 60W high
Instrumentation: Digital Gauge, Analog Speedometer, Odometer, Tachometer, Tripmeter, Gear Indicator, Fuel Gauge, AWD Indicator, Hi-Temp/Low-Batt Lights, DC Outlet
MSRP: $ 7,499 U.S.
King of the Hill - The Scrambler XP1000 EPS
When you are ready for a wheel spinning, high horsepower frenzy, Polaris has just the machine to do it: the all-new Scrambler XP1000 EPS.
Polaris is a company that we have come to respect highly for their great, yet practical ATV line. Even with their bold jump into the sport/utility market in 2012 with the Scrambler XP 850, we have to admit that we didn’t see it coming at all when they rolled out their new 2014 Scrambler XP 1000 EPS. The new 1000 XP shares most of the features of the Scrambler XP 850, but with a 952cc, fuel-injected twin and a sweet sounding dual stainless steel exhaust. While we haven’t yet been able to put extensive seat time aboard the 1000 XP, we have managed to get in enough riding to know what it’s all about.
Power
How is the power? While it is not necessarily the most important aspect of an ATV, in the 1000cc class, it is usually the first thing people want to know about a machine. We can sum up the 1000 XP’s power delivery by saying it is extremely potent yet surprisingly controllable. In fact, while some 1000cc ATVs are quite a handful to control, the Polaris 952cc twin is quite well mannered, yet deceptively fast. Power output is very proportionate to throttle input, which makes the Scrambler 1000 XP very compliant in tight, delicate situations where some big-bore ATVs are really a handful to control. At partial throttle, the 1000 XP responds and feels very similar to the Scrambler XP 850. But when your thumb pushes harder on the GO lever, you’re definitely going to be reminded that this isn’t an 850! Pushing the throttle to the stops will definitely make your heart rate climb and the terrain get blurry very quickly!
Handling
The 1000 XP handles almost exactly like the 850, which is to say… extremely well. The chassis is well balanced and can go from hooked up to sliding and back again without any major surprises. It turns very well - something that isn’t really a common trait with full sized 4x4 ATVs, and is quite nimble for its size and power output. It has a narrow feel between your legs which makes it very easy to move around and shift your weight for different conditions. Controls are well laid-out and easy to use, but the cast aluminum shifter does manage to find your thigh every now and then if you get too crazy!
Suspension
Having a premium ATV with lackluster suspension is like going to the movies without money for popcorn. Polaris people clearly like their popcorn with lots of butter. The Scrambler 1000 XP is outfitted at all 4 corners with Fox Podium X 2.0 fully adjustable shocks. They do an excellent job at keeping the Scrambler planted firmly on the ground when needed. But when the ground goes away for a period of time, they also do an excellent job of keeping the landing from getting ugly. Suspension action was plush for great ride quality, and the high speed damping turned what could have been a pretty good thump into a nice controlled landing. Out-of-the-crate settings worked very well for the conditions we encountered, and there is plenty of adjustment for varying conditions.
Overall First Impression
There are times when we question the logic in these high displacement ATVs. For all practical purposes, there aren’t many people who really need this much horsepower, and a large number who really shouldn’t have this much horsepower. This is definitely not an ATV we’d put in the hands of anyone but an extremely experienced rider. But if you’re one of those who can responsibly handle an ATV of this caliber, we feel that the Scrambler 1000 XP EPS is capable of making you very happy. Polaris has done an excellent job at combining big-bore horsepower with mid-displacement manners. We are looking forward to putting in much more seat time aboard the new big-bore Scrambler, so check back in the near future for a much more in-depth, long-term review.
2015 Polaris Scrambler XP 1000 Specifications
Engine: 952cc Fuel Injected, liquid cooled, twin cylinder 4-Stroke
Transmission/Final Drive: Automatic PVT P/R/N/L/H; Shaft with On-Demand AWD/2WD
Front Suspension: Dual A-Arms, 9" (22.9 cm) Travel
Rear Suspension: Dual A-Arm, 10.25" (26 cm) Travel
Front Tires: 26 x 8-14; 489 II tires, cast aluminum wheels
Rear Tires: 26 x 10-14; 489 II tires, cast aluminum wheels
Wheelbase: 53 inches
Dry Weight: 767 lbs
Overall Size (L x W x H): 82.3" x 48.6" x 48.4" (209 cm x 123 cm x 123 cm)
Ground Clearance: 11.5"
Fuel Capacity: 5.25 gallons
Front/Rear Rack Capacity: 25 lb (11.3 kg) / 50 lb (22.7 kg)
Hitch Towing Rating: 1,500 lb
Hitch/Type: Standard/1.25" Receiver
Lighting: White LED Hi/Low Beam; Single Rear Taillight
Instrumentation: Digital Gauge, Speedometer, Odometer, Tachometer, Two Tripmeters, Hour Meter, Clock, Service Time, Diagnostic Indicator, Gear Indicator, Fuel Gauge, Hi-Temp/Low-Batt Lights, DC Outlet
Electronic Power Steering: Standard
MSRP: $ 13,299 U.S.
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