If you are looking at a new Ranger, you hit this question fast. Polaris Ranger 1000 vs Ranger 1000 Premium. Same body. Same motor. Very different price on the quote sheet. I get why it feels confusing.
On paper the base Ranger 1000 and the Ranger 1000 Premium look close. Same work rating. Same full size chassis. But when you park them side by side and start thinking about real use on the farm or at deer camp, the Premium trim starts to stand out. Roof. Winch. Better lights. Better seat. Power steering on the slow, heavy jobs.
In this guide I will walk you through Ranger 1000 base vs Ranger 1000 Premium like I would with a buddy in the shop. No fluff. Just what actually changes, what stays the same, and when the Premium trim is worth the extra cash. You will see a spec table in the top third so you can spot the differences in a few seconds, then you can dive deeper if you want.
Bottom-line
If you only care about a cheaper full size work Ranger and you do not mind adding parts later, the base Polaris Ranger 1000 gets the job done.
If you know you want power steering, a factory winch, a roof, better tires, and nicer seats, the Ranger 1000 Premium usually costs less than adding all that to a base machine.
If you think you might keep the Ranger for 5+ years or sell it later, the Ranger 1000 Premium trim also tends to hold value better because buyers like those features baked in.
Polaris Ranger 1000 vs Ranger 1000 Premium
Here’s a clean comparison table that matches the column structure we planned and lines up with Polaris specs.
| Model | Engine / HP | Driveline | Towing (lb) | Box capacity (lb) | Payload (lb) | Ground clearance (in) | Tires & wheels | EPS | Winch | Roof | Headlights | Seats | Approx MSRP (US$)* | Best for |
|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
| Ranger 1000 (base) | 999 cc SOHC twin / 61 hp | Gen 2 Automatic PVT H/L/N/R/P; selectable AWD / 2WD / Turf | 2,500 | 1,000 | 1,500 | 12.0 | 25×10-12 F, 25×11-12 R; Carlstar 489; 12″ stamped steel wheels | No | Not equipped | Not equipped | Halogen 55 W low / 60 W high; dual LED tails | 3-seat bench; fixed driver seat | ≈ $14,299 | Lowest-cost full-size Ranger for basic work |
| Ranger 1000 Premium | 999 cc SOHC twin / 61 hp | Gen 2 Automatic PVT H/L/N/R/P; selectable AWD / 2WD / Turf | 2,500 | 1,000 | 1,500 | 12.5 | 26×9-12 F, 26×11-12 R; PXT 2.0; 12″ aluminum Black Xcelerator | Yes (standard) | Polaris HD 4,500 lb, synthetic rope, Auto Stop, wireless remote | Factory-installed poly roof | Dual LED, ~600 lm low / 1,000 lm high; LED tails | 3-seat bench; adjustable, cut & sew seats | ≈ $18,299 | Work Ranger with factory comfort and gear |
MSRPs are based on current Polaris model pages and typical US dealer listings. Real out-the-door prices vary by dealer, freight, and fees. Specs and pricing checked: November 2025.
What exactly are we comparing?
When someone says Polaris Ranger 1000 vs Ranger 1000 Premium, they usually mean this:
- Standard Ranger 1000 (base trim)
- Ranger 1000 Premium (mid-level trim with more comfort and gear)
Polaris also sells a Ranger 1000 EPS trim that sits in the middle, but most shoppers just say “Ranger 1000” or “Ranger 1000 Premium,” so that’s the matchup I’ll focus on.
Both machines share the same bones:
- 999 cc twin making 61 hp
- Gen 2 automatic PVT transmission
- On-demand AWD / 2WD / Turf mode
- 2,500 lb tow rating
- 1,000 lb box rating
- 1,500 lb payload (3-seat)
I’m using current 3-seat U.S. models for all the numbers and calling out Crew stats where it matters. Checked: November 2025.
Base Ranger 1000 vs EPS vs Premium
Here’s how the trims stack up from the factory, all 3-seat:
- Ranger 1000 (base)
- 61 hp ProStar 999 cc twin
- 12 in ground clearance
- 25 in Carlstar 489 tires on 12 in steel wheels
- 2,500 lb towing, 1,000 lb box, 1,500 lb payload
- No EPS
- Basic cab nets, steel wheels
- Ranger 1000 EPS
- All base features, plus:
- Electronic power steering
- Large front steel bumper with plow / winch integration
- Ranger 1000 Premium
- All EPS features, plus:
- 4,500 lb Polaris HD winch with synthetic rope and wireless remote
- Factory roof
- 26 in PXT 2.0 tires on aluminum wheels
- 12.5 in ground clearance
- LED headlights
- “Cut & sew” premium bench seat with slider for the driver
So in plain talk: Premium is the same motor and frame, with better steering, better tires and wheels, better lighting, and work gear already bolted on.
3-seat vs Crew 1000 Premium
Crew models use the exact same engine, driveline, tow rating, and bed rating as the 3-seat Premium:
- 61 hp 999 cc twin
- 2,500 lb hitch towing
- 1,000 lb box capacity
- Same 36.75 x 54 x 11.5 in bed size
The big changes on Ranger Crew 1000 Premium:
- Wheelbase jumps from 81 in to 113 in
- Overall length grows from 120 in to 152 in
- Person capacity: 6 instead of 3
- Payload bumps to 1,750 lb vs 1,500 lb on the 3-seat
For this comparison I focus on the 3-seat 1000 vs 3-seat 1000 Premium in the numbers. When Crew changes the story, I’ll call it out. Checked: November 2025.
Engine, power and driveline – what stays the same
A lot of people ask, “Does the Ranger 1000 Premium have more horsepower?”
Short answer: no. Both trims use the same engine and make the same power.
Shared powertrain pieces:
- Engine: 999 cc liquid-cooled twin, single overhead cam, fuel injected
- Output: 61 hp on both trims
- Transmission: Gen 2 automatic PVT, H/L/N/R/P, shaft drive
- Drive system: On-demand AWD / 2WD / VersaTrac Turf mode on both
So if you floor a base 1000 and a Premium back-to-back, straight-line shove feels basically the same. Top speed is similar too. Owners and testers report real-world speeds around the mid-50 mph range, which lines up with Outdoor Life’s test of the Ranger 1000 Premium.
Where the Premium does feel different is in how it delivers that power when you’re working:
- EPS is standard on Premium, optional or trim-dependent on non-Premium
- Steering effort at low speed with a full bed or plow is much lighter on the Premium
- The factory winch lets you pull stuck trailers, logs, or other machines without adding aftermarket parts
Outdoor Life’s review calls the Ranger 1000 Premium quiet, torquey, and smooth, more like a modern pickup than the old “dump truck” UTVs. Owners report the same thing: strong low-end grunt and a very calm engine note, which is great for deer leases and small farms.
Work capacity is also identical on paper:
- 2,500 lb hitch rating
- 1,000 lb box rating
- 1,500 lb payload (3-seat)
So from a pure power and towing standpoint, you don’t “gain” capacity by going Premium. You gain control and convenience.
Size, wheelbase and maneuverability
Same footprint either way
For tight woods, trailer fit, and garage space, the nice thing is both 3-seat trims are basically the same size:
- Overall length: 120 in (both)
- Width: 62.5 in (both)
- Height: 76–78 in depending on roof / trim
- Wheelbase: 81 in
- Turning radius: about 13.3 ft
From behind the wheel, they thread the same gates and fit the same 6.5 x 12 or 7 x 14 utility trailer. If a base 1000 fits in your toy hauler or shed, a Premium will too.
Crew Premium is where things change:
- Length: 152 in
- Wheelbase: 113 in
- Turning radius: about 17 ft vs 13.3 ft on the 3-seat
So if you ride in tight timber or have a short trailer, the 3-seat chassis is much easier to live with.
Ground clearance and tire size differences
Here’s a subtle but important difference:
- Ranger 1000 (base):
- 12 in ground clearance
- 25 in Carlstar 489 tires (25×10-12 front, 25×11-12 rear) on 12 in steel wheels
- Ranger 1000 Premium:
- 12.5 in ground clearance
- 26 in PXT 2.0 tires on aluminum wheels (26×9-12 front, 26×11-12 rear)
Half an inch of extra clearance and a slightly taller, better tire from the factory does not turn it into an XP 1000, but it does help:
- You drag the skid plates a little less in ruts
- You float a bit better in soft ground
- The aluminum wheels shave some unsprung weight compared with stamped steel
If you were already planning to upsize tires on a base 1000, Premium gets you closer from day one.
Towing, payload and bed capacity
This is where a lot of folks assume Premium “does more.” The numbers say otherwise for 3-seat models.
3-seat Ranger 1000 vs 1000 Premium (U.S. models):
- Towing (hitch): 2,500 lb on both
- Box capacity: 1,000 lb on both
- California units drop to 600 lb
- Payload: 1,500 lb on both
- Receiver: 2 in receiver, same hitch height
- Bed size (L x W x H):
- About 36.7 x 54.2 x 12.5 in for the base
- 36.75 x 54 x 11.5 in on Premium specs
- In real life, they use the same full-size Ranger bed footprint
So if your main question is “Do they tow the same?” the answer is yes. Same trailer weights. Same firewood loads. Same small-equipment hauling.
Real-world tow and haul use cases
From my own use and what owners and testers report, here’s what those ratings really cover:
- Firewood and logs:
- A full bed of split hardwood plus a small log trailer stays under the 2,500 lb tow limit if you size the trailer right.
- Small livestock trailers:
- Single-axle or light tandem stock trailers for goats, sheep, or calves are fine on the farm as long as you respect tongue weight and braking.
- Two-quad or dirt bike trailers:
- A steel utility trailer with 2 ATVs or multiple dirt bikes is squarely in this machine’s comfort zone.
- Small boats and campers:
- 14–16 ft aluminum boats or light off-road teardrop campers tow well behind either trim.
Where the Crew 1000 Premium changes things:
- Same 2,500 lb tow and 1,000 lb box, but payload climbs to 1,750 lb thanks to the longer chassis and 6-seat rating.
If you regularly load six adults, gear, and tools, that extra payload margin matters. But for pure tow and haul, Ranger 1000 vs 1000 Premium is a draw on paper.
Comfort, cab and convenience features
This is where the Ranger 1000 Premium really earns its name. Same frame and engine. Much nicer place to sit all day.
Seats, steering and cab feel
Both trims give you:
- 3-person bench seat
- Tilt steering wheel
- In-cab storage everywhere
- 4 in LCD info center and 12V outlet
But the Premium changes the details that you actually feel:
- Premium bench has more padding and “cut and sew” style covers. It feels closer to a modern truck seat than a base work bench.
- Driver seat slides, so you can set leg room instead of just living with what you get.
- High-output EPS is baked in. Steering is lighter at low speed and returns to center nicer when you come out of a turn.
Polaris leans on “all-day comfort” in their Ranger 1000 copy. They talk about plush seat cushions, tilt wheel, and easy in-and-out cab nets. On Premium they highlight that you can ride “more comfortably from sunup to sundown,” which lines up with what Outdoor Life saw when they used a Ranger 1000 Premium for chores and long desert runs.
In plain talk, I fit fine in a base Ranger 1000. In a Premium I feel like I can sit there all day without squirming.
Weather and lighting – roof and LEDs
This is a big quality-of-life jump.
- Base Ranger 1000 / 1000 EPS
- No roof from the factory
- Halogen headlights (55 W low / 60 W high) with LED tails
- Ranger 1000 Premium
- Factory poly roof included
- Dual LED headlights rated about 600 lumens low and 1,000 lumens high, plus dual LED taillights
Dealers selling Premium call out the same thing: roof from the factory, nicer cab nets, and LED lights so you can “extend your day” and run earlier and later.
For me that roof alone is huge. I ride in rain, snow, and hot sun. Starting with a roof and real LED headlights is worth real money compared with bolting cheap parts on a base rig.
Winch, bumper and trail protection
The chassis and underbody protection are basically the same story on both trims:
- One-piece steel chassis
- Full-length skid plate
- Big front steel bumper
- CV and A-arm guards
Where Premium steps ahead is the factory winch and front setup:
- Ranger 1000 Premium gets a Polaris HD 4,500 lb winch with synthetic rope, Auto Stop, and wireless remote from the factory.
- Base 1000 / 1000 EPS come with a bumper that is “winch ready,” but no winch. You have to buy and install it.
Most of us end up putting a winch on a work Ranger anyway. Same with a roof. Once you price a good 4,500 lb kit, wiring, and a decent roof for a base 1000, the Premium price jump looks a lot more reasonable.
Fuel use and cost to own
The good news here is simple. Base 1000 and 1000 Premium burn about the same fuel and share the same service schedule.
Fuel tank and range
Polaris gives both Ranger 1000 and Ranger 1000 EPS the same numbers:
- Fuel capacity: 11.35 gal (43 L)
- Same 61 hp SOHC twin
- Same CVT and tire size class (25–26 in)
Premium gets 26 in PXT 2.0 tires, but that small bump does not turn it into a gas hog compared with a base 1000. Range is driven more by how hard you work it, how heavy your trailer is, and how much time you spend in low range.
Polaris does not publish MPG. From my own use on similar Rangers and from tests like Outdoor Life, a 61 hp Ranger 1000 used as intended tends to land in the low-teens mpg under real work. I never sell MPG as a reason to pick Premium over base. It is basically a wash.
Service intervals and basic maintenance
Polaris is very clear on maintenance for the new Ranger 1000 platform:
- Class-leading service intervals: 200 hours or 2,000 miles between major services, with an initial break-in service earlier.
- Polaris’ oil-change help-center article says:
- Break-in oil and filter at 25 hours / 500 miles
- Then follow the maintenance chart in the owner’s manual, which for Ranger-family utility machines is usually up to 200 hours or 2,000 miles for oil and filter.
A typical Ranger 1000 maintenance bundle looks like:
- Engine oil and filter
- Air filter inspection / replacement
- Front and rear gearcase fluid checks
- Belt and clutch inspection
- Brake fluid and pad checks
Third-party maintenance guides for Ranger and XP 1000 models match this pattern and recommend doing shorter intervals if you run in heavy dust, deep mud, or tow at the limit.
Base 1000 or Premium, that schedule is the same. Premium’s roof and winch do not change how often the motor needs fresh oil.
Total cost difference over 3–5 years
Polaris lists these current starting MSRPs for the U.S.:
- 2026 Ranger 1000: starting at $14,299
- 2026 Ranger 1000 Premium: starting at $18,299
So roughly a $4,000 gap at MSRP between pure base and Premium.
Now price the parts you get:
- Quality 4,500 lb winch with synthetic rope and wiring
- Roof
- LED headlight upgrade
- Aluminum wheels and better 26 in tires
- EPS if you were looking at a true non-EPS base
Dealers and accessory shops put those in the $2,000–$3,000+ ballpark once you include install. That is before you put any value on the nicer seat and the fact that Premium usually resells easier because buyers want those features.
So if you plan to:
- Keep the machine 3–5 years
- Add a winch and roof anyway
- Ride in low light or bad weather
The Ranger 1000 Premium usually pencils out better than buying a base 1000 and chasing accessories later.
Reliability, maintenance and “owners report…”
I look at reliability in three buckets: how Polaris built it, how you maintain it, and how hard you run it.
What Polaris built the Ranger 1000 to do
Polaris positions the Ranger 1000 as a light-duty to mid-duty work UTV. Not a race car. Not a toy. Their own copy for the 2026 model talks about:
- A strong one-piece chassis to handle daily farm and ranch jobs
- A beefed-up front drive and full-body skid plate for tough terrain
- Class-leading service intervals of 200 hours / 2,000 miles to keep it working more and wrenching less
- Sealed suspension bushings to cut noise and keep mud and water out
Every trim, base to Premium, sits on that same foundation. So basic durability is shared.
Owners report – Ranger 1000 vs 1000 Premium
Outdoor Life’s long look at the Ranger 1000 Premium reads a lot like what I hear from real owners:
- Smooth, quiet motor with strong low-end torque
- Ride that feels more like a small truck than the “dump truck” UTVs of the past
- Very versatile for small ranches, deer leases, and weekend chores
Dealer notes and owner comments in ad copy say the same about Premium:
- People like the factory winch and roof
- They like the EPS and nicer seat
- They see it as a solid work machine that is also comfortable to drive all day
I do not own both trims side by side. I am leaning on Polaris’ own info, that Outdoor Life review, and patterns I see in owner comments and dealer writeups.
When I scroll Ranger groups and forums, I see more talk about:
- Cab noise, doors, rattles
- Belts and clutches when used hard
- Accessories they love or regret
than I do about engines failing. That fits what I expect from a simple, low-stressed 61 hp utility twin.
Known maintenance hotspots
Same bones mean same weak spots if you ignore maintenance:
- Drive belt and clutches
- Abuse in high range with heavy loads and deep mud eats belts on any CVT.
- If you smell burnt rubber or see big RPM flare without speed, it is belt time.
- Front end and bushings
- Polaris uses sealed bushings, but if you run through water and never check them, they will get loose and start to squeak or clunk.
- Brakes and wheel bearings
- Heavy towing, mud, and pressure washing can shorten their life if you never inspect them.
My rule:
- Follow the Polaris maintenance chart.
- Cut intervals in half if your life is dust, mud, or towing near 2,500 lb all the time.
- Any new noise from the driveline or steering gets a quick check. If I cannot pinpoint it, I let a dealer hear it.
Base 1000 and Premium are equals here. Premium does not automatically fix bad habits. It just gives you better tools (EPS, winch, tires) to work with.
Which Ranger should you buy? (Decision guide)
This is how I’d talk it through with a buddy in the shop.
Get the base Ranger 1000 if…
Pick the base Ranger 1000 (or 1000 EPS, depending how your dealer stocks them) if:
- You are on a tight budget and just need a full-size work UTV
- You mostly do short runs around a small property or lease
- You are fine running no roof for a while and adding a simple winch later
- You care more about low payment than comfort and lighting
At $14,299 starting MSRP the base model is the cheapest way into a full-size Ranger 1000.
If you live in the South, ride only on nice days, and do light chores, this trim makes sense.
Get the Ranger 1000 Premium if…
I tell a lot of folks to stretch to Ranger 1000 Premium if they can. It fits best when:
- You know you want EPS, a winch, and a roof from day one
- You run in rain, snow, dark, or dust and will use the LED headlights and roof all the time
- You plow snow, pull stuck stuff, or trailer in mud a lot
- You plan to keep the Ranger 5+ years and want strong resale
Premium starts at $18,299 US MSRP, so you are paying roughly $4,000 more than a bare 1000 at sticker. Once you price a real winch, roof, wheels/tires, and LED lights on a base rig, that difference shrinks fast.
For most farm, hunting, and small-ranch use, Ranger 1000 Premium is the sweet spot of capability and comfort without paying XP or XD money. Outdoor Life’s review lines up with that. They flat out call the 1000 Premium an ideal light-duty all-wheel drive machine for a few acres or a small deer lease.
When to consider XP 1000 or XD 1500 instead
This article is about 1000 vs 1000 Premium, but there are times when I would say “skip both.”
Look at Ranger XP 1000 or Ranger XD 1500 if:
- You need more power for long, fast trail runs or steep, loaded hills
- You want more suspension travel and ground clearance than the 1000’s 10 in and 12–12.5 in give you
- You routinely tow heavier than 2,500 lb or want a much bigger, deeper box (XD 1500)
But for a lot of real-world owners with small to mid-size properties, the choice is simpler:
If you can afford it and you will use the winch, roof, better tires, and LEDs, buy the Ranger 1000 Premium.
If you truly just need the cheapest full-size Ranger you can get, and you ride in good weather, the base Ranger 1000 will work just fine.
Ownership notes (costs, upgrades, when to mod)
I think of the Ranger 1000 as a platform. Base or Premium, you will tweak it to fit your land.
Day-one upgrades that make sense
For a base Ranger 1000, the list is simple:
- Roof. You get no roof from the factory. A simple poly roof is one of the best money-per-minute upgrades you can do.
- Winch. If you work in mud, snow, or woods, a 4,500 lb winch is not optional. Premium comes with one. Base does not.
- Windshield. Full or tip-out. Helps in dust, rain, and cold.
- Mirrors. Rearview plus side mirrors. Huge safety gain for trail and farm use.
On a Ranger 1000 Premium, I still do:
- Windshield and rear panel to match the factory roof.
- Mirrors.
- A couple of LED work lights off the rear for backing trailers or feeding at night.
Polaris designed the Ranger 1000 with a gas-assist dump box and Lock & Ride mounts, so adding these pieces is simple.
Tires, wheels and small lifts
Premium already gives you a tire and wheel upgrade:
- Base 1000: 25 in Carlstar 489 tires on 12 in steel wheels, 12 in ground clearance.
- 1000 Premium: 26 in PXT 2.0 tires on 12 in aluminum wheels, 12.5 in ground clearance.
That half inch more clearance is not magic, but in ruts and snow you feel it. If you want bigger than stock:
- Stay modest. A move to 27s is usually fine with stock clutching if you do not tow at the max all the time.
- Watch width so you do not rub the fenders at full turn.
- If you go taller and heavier, plan on clutch tuning to keep belt temps in check.
I like to match tire changes to the first time I have to replace worn stock rubber. No reason to toss good tires just for looks.
When to see a dealer
A lot of Ranger 1000 care you can do at home. Some things I hand straight to a shop.
DIY at home:
- Oil and filter changes. Polaris says break-in at 25 hours / 500 miles, then follow the chart in the manual. Their oil guide calls out 100–200 hour ranges depending on model and use.
- Air filter swaps.
- Greasing, bolt checks, cleaning radiators and coolers.
Dealer time:
- Belt issues. If you smell burnt rubber, see RPM spike with no speed, or lose drive, get the belt and clutches checked.
- Steering or EPS lights. Any EPS warning, hard steering, or clunks in the front end deserve a tech.
- AWD that will not engage. Could be a simple switch. Could be a front diff problem.
- Any frame or suspension damage after a hit or rollover.
For both trims, I treat the maintenance table in the Polaris manual as the baseline, then I cut intervals shorter if I run in dust, mud, or heavy tow all the time.
Safety and legal notes
Ranger 1000 or 1000 Premium, you are still in a heavy UTV. It can hurt you fast if you get casual.
Braking, handling and safe loads
Polaris rates both trims at:
- 2,500 lb towing
- 1,000 lb box capacity
- 1,500 lb payload on the 3-seat, 1,700–1,750 lb on Crew.
Those ratings assume:
- Level, firm ground.
- Good tires.
- A balanced trailer with sane tongue weight.
My rules:
- Treat 2,500 lb as a hard ceiling, not a suggestion. Drop that number if you are on hills, clay, or gravel.
- Use low range whenever you tow heavy or go off-road with a loaded trailer.
- Do not stack the bed above the rails with loose stuff that can shift in a turn.
If a load feels sketchy behind a Ranger 1000, that is your sign to downsize the trailer or move that job to a bigger machine or a truck.
Street-legal and park rules vary by state
Neither the base Ranger 1000 nor the Ranger 1000 Premium is street-legal out of the crate in most states. In many places they are treated as off-highway vehicles.
A few quick reality checks:
- Wisconsin DNR reminds riders to follow ATV/UTV regulations and to always wear a helmet and seat belt. Their ATV/UTV rules page and news releases note that most fatal crashes involve riders without belts or helmets.
- Wisconsin law requires all UTV occupants to wear seat belts, and anyone under 18 must wear a DOT helmet.
- Minnesota OHV regulations treat UTV-style rigs as Class 2 ATVs and require registration and rule compliance on public routes.
- Utah has a path to make an ATV/UTV street-legal, but you need headlamps, tail lamps, stop lamps, turn signals, horn, mirrors on both sides, brakes, plate light, and more.
So bolting on a mirror and turn signals is not enough by itself. You need to:
- Check your state DMV and DNR sites.
- Check local town or county rules.
- If you travel out of state, check their non-resident OHV and street-legal rules too.
My default advice: treat your Ranger as off-road only unless and until you have read the rules and know you are legal.
FAQs
Does the Ranger 1000 Premium have more horsepower than the base Ranger 1000?
No. Both trims use the same 999 cc ProStar twin rated at 61 hp, with the same Gen 2 PVT transmission and the same on-demand AWD / 2WD / Turf driveline.
Towing and payload are the same too. Premium upgrades comfort and gear, not power.
Is a Ranger 1000 Premium worth the extra money?
In my opinion, usually yes. Premium adds:
- EPS
- Factory 4,500 lb winch with synthetic rope
- Factory roof
- LED headlights
- 26 in PXT 2.0 tires on aluminum wheels
- Nicer cut-and-sew bench with a sliding driver seat
If you would add a winch, roof, and lights to a base 1000 anyway, the price gap often ends up similar. Premium also tends to be easier to sell later.
What is the towing capacity of the Ranger 1000 and 1000 Premium?
They tow the same. Both the base Ranger 1000 and the Ranger 1000 Premium are rated for:
- 2,500 lb hitch towing
- 1,000 lb in the box
- 1,500 lb payload on the 3-seat chassis
Crew 1000 Premium models keep 2,500 lb tow and 1,000 lb box but step up to around 1,700–1,750 lb payload thanks to the longer frame.
Does the Ranger 1000 Premium ride smoother than the base model?
Suspension travel and frame are the same, but the Premium does feel better in the seat:
- EPS makes slow-speed steering easier.
- 26 in PXT 2.0 tires add a bit of cush and ground clearance.
- The nicer bench and driver slider help on long days.
So the ride is not “softer” in a big way, but it is definitely more refined than a bare-bones 1000.
What are the main differences between Ranger 1000 Premium and XP 1000?
Quick ladder:
- Ranger 1000 Premium: 61 hp, 2,500 lb tow, 1,000 lb box, 26 in tires, 12.5 in clearance. Work-focused and cheaper.
- Ranger XP 1000: 82 hp ProStar DOHC, 2,500 lb tow, 1,000 lb box, 29 in tires, 14 in clearance, more suspension and more tech.
If you mostly work and putt around, 1000 Premium is the better value. If you want more power and trail speed, XP 1000 is the upgrade.
Sources
- 2026 Polaris Ranger 1000 overview
https://www.polaris.com/en-us/off-road/ranger/models/ranger-1000/ - 2026 Polaris Ranger 1000 EPS Sage Green specs
https://www.polaris.com/en-us/off-road/ranger/models/ranger-1000/ranger-1000-eps-sage-green-specs/ - 2026 Polaris Ranger 1000 Premium Granite Gray specs
https://www.polaris.com/en-us/off-road/ranger/models/ranger-1000/ranger-1000-premium-granite-gray-specs/ - 2026 Polaris Ranger Crew 1000 Premium specs
https://www.polaris.com/en-us/off-road/ranger/models/ranger-1000/ranger-crew-1000-premium-polaris-pursuit-camo-specs/ - Polaris – When to Change Your Oil (Off-Road)
https://www.polaris.com/en-us/off-road/owner-resources/help-center/article/KA-01017/ - Rev & Roam – 2026 Polaris Ranger 1000 Premium specs summary
https://www.revandroam.com/powersports-guide/2026-polaris-ranger-1000-premium-utv-specs-trm1259
These are the main sources behind the specs, maintenance notes, and legal guidance in this Ranger 1000 vs Ranger 1000 Premium guide.
Calvin Anderson, founder of Off-Road Lord, is a seasoned off-roading enthusiast from Tucson, Arizona. With over a decade of hands-on experience and a deep understanding of off-roading vehicles and trails, Calvin’s insights provide a trusted guide for fellow adventurers.