Polaris Ranger 570 vs Ranger 1000: Which Fits Your Land?

When you start shopping Rangers, you hit this wall fast. Polaris Ranger 570 vs Ranger 1000. Which one should you actually spend money on. I ride with people who own both, and I see the same question every season.

The short version. The Ranger 570 Full-Size is the budget workhorse. It fits smaller properties, lighter towing, and tighter woods. The Ranger 1000 is built for heavier trailers, steeper ground, and longer days in the seat. The Ranger XP 1000 is what you buy when you want real power and nicer features, not just “good enough.”

In this guide I’ll walk you through the Ranger 570 vs 1000 using real Polaris specs and owner reports. I’ll keep it simple. You’ll see where the money actually goes, and which Ranger fits your land, your trails, and your crew.

Bottom-Line
If you want a cheaper full-size Polaris UTV for chores and slower trail riding, the Ranger 570 Full-Size is usually enough. If you tow heavier trailers, work bigger or hillier acreage, or care about comfort all day, the Ranger 1000 makes more sense. If you want the strongest motor and more premium trim options for work and fast trail riding, step up to the Ranger XP 1000.

Polaris Ranger 570 vs Ranger 1000 vs XP 1000 specs

Model	HP	Torque	Width (in)	Ground clearance (in)	Suspension travel F/R (in)	Seats	Towing (lb)	Payload / box (lb)	Bed L×W×H (in)	Base MSRP (US$)	Best for
Polaris Ranger 570 Full-Size (2025)	44	Not listed	60	10.5	9 / 10	3	1,500	1,500 / 800	36.5 × 54 × 11.5	$12,499	Small farms, tight trails, budget work
Polaris Ranger 1000 EPS (2025)	61	Not listed	62.5	12	10 / 10	3	2,500	1,500 / 1,000	36.75 × 54 × 11.5	$13,999	Mixed work and trail, mid-size acreage
Polaris Ranger XP 1000 (2025)	82	Not listed	62.5	14	10 / 10	3	2,500	1,500 / 1,000	36.75 × 54.25 × 12.5	$20,999	Heavy work, hills, faster trail riding, upgrades

* Polaris does not publish torque for these specific Ranger engines, so I list it as “Not listed” instead of guessing.
** MSRP is the Polaris US starting price before destination, setup, tax, title, and fees.

What exactly are we comparing?

When people say Polaris Ranger 570 vs Ranger 1000, they can mean a bunch of different rigs. Mid-size. Full-size. Old body styles. Crew. XP. That gets confusing fast.

Here I am talking about the current full-size workhorses you will actually see on dealer floors in the U.S.:

• 2025 Polaris Ranger 570 Full-Size (3-seat)
• 2025 / 2026 Polaris Ranger 1000 EPS (3-seat)
• Polaris Ranger XP 1000 as the “step up” choice for more power and clearance

The Ranger 570 Full-Size runs a 567 cc ProStar single with 44 hp, 3 seats, a full-size chassis, 1,500 lb towing, and an 800 lb box on a 60 in wide frame with 10.5 in of ground clearance. It is the basic full-size Ranger. Simple bench seat. Shorter wheelbase. Enough guts for chores and slower trail rides.

You can also buy a Ranger Crew 570 Full-Size. Same 44 hp engine and 1,500 lb tow rating. Same 800 lb box. The big change is length. The Crew stretches the wheelbase to about 107 in and keeps the width at 60 in, so it still fits tight gates but turns wider.

The Ranger 1000 is the next rung. It uses a 999 cc ProStar twin with 61 hp, a 1,000 lb box, and 2,500 lb towing on a wider 62.5 in chassis with about 12 in ground clearance. Same basic 3-seat layout, just more frame, more suspension, and more low-end pull.

Then you have the Ranger XP 1000. That is the “full send” version in this comparison. Same basic 999 cc twin but tuned to 82 hp, still 2,500 lb towing and a 1,000 lb box, with 14 in of ground clearance and 62.5 in width. Think of it as the Ranger 1000 with more power, more suspension, and more premium trim options.

Crew versions of the Ranger 1000 and Ranger XP 1000 share the same engine, box rating, and tow rating as the 3-seat models. You just get more seats and a longer wheelbase.

One more thing. A lot of used listings and forum posts talk about “mid-size” 570s like the SP 570. Those are narrower machines built on a different chassis. They are great in tight woods but not what most people are cross-shopping against a new Ranger 1000.

For this Ranger 570 vs Ranger 1000 breakdown, I am focused on these current full-size U.S. models so the specs line up clean.

Power, speed and driveline

When you step from a Polaris Ranger 570 to a Ranger 1000 or XP 1000, the first thing you feel is power. Not just peak speed. How the machine pulls with a trailer, with people, and on hills.

Engines and horsepower

On paper it looks like this:

• Ranger 570 Full-Size
  567 cc ProStar single-cylinder. About 44 hp in the current full-size tune.
• Ranger 1000
  999 cc ProStar twin. 61 hp. Built for low-end torque and steady pull.
• Ranger XP 1000
  999 cc ProStar twin. 82 hp with a dual overhead cam setup and more aggressive tune.

All three use Polaris’ automatic PVT CVT transmission with high, low, neutral, reverse, and park. You do not row gears. You just pick a range and go.

In the seat, the 570 feels like a steady worker. Enough to haul and cruise back roads. The 1000 feels stronger right off idle, especially when you hang a trailer on the hitch. The XP 1000 wakes up even more. It pulls like a sport UTV once you crack the throttle.

Real-world feel from owners

I ride with folks who own all three flavors, and I also watch what owners say in the forums.

Owners who have both models say the Ranger 570 is “just fine for chores around the property”. They use it for feeding, fencing, and general farm work on small to mid-size acreage. The complaint shows up when they start trail riding in groups or running long open stretches. The 570 will do it. It just feels like it runs out of breath sooner.

The Ranger 1000 is described as a big jump in pull and speed. Same basic Ranger feel, but it does not bog when you load it with 3 people and gear or pull a heavier trailer.

The Ranger XP 1000 can feel wild if you are used to older or smaller machines. 82 hp in a work chassis is no joke. Dealers and review sites talk about it as a high-power “task and trail” machine, not just a farm wagon.

So in simple terms:

• 570 = calm worker.
• 1000 = strong worker that can still play.
• XP 1000 = work and play with real punch.

Top speed ranges

I do not buy a Ranger for drag races, and I do not recommend you chase speed on public land. But speed does matter a little when you cover big property or run with friends.

Polaris does not publish top speed. Aftermarket and dealer sources, plus owner reports, line up like this:

• Ranger 570. About 40–50 mph stock, depending on terrain and tune.
• Ranger 1000. Around 55 mph in stock form in most reports.
• Ranger XP 1000. Often 60–65 mph stock, sometimes more with aftermarket ECU tunes and clutch work.

Again, I see those numbers as rough ranges, not targets. Load, tires, and altitude all change the feel. The bigger takeaway is this: if you do long runs on open ranch roads or wide trails, the 1000 and XP 1000 feel less strained at cruising speed than the 570.

Driveline and drive modes

All three of these Rangers use some version of On-Demand True AWD / 2WD / VersaTrac Turf Mode.

On the Ranger 1000 and XP 1000, Polaris calls it High Performance On-Demand True AWD/2WD/VersaTrac Turf Mode. The 570 Full-Size also has AWD, 2WD, and VersaTrac Turf Mode, controlled by a dash switch.

Quick breakdown:

• 2WD. Rear wheels only. Nice on dry hardpack and around the yard.
• AWD (On-Demand). Front wheels kick in when the rears slip. Good for mud, snow, and hills.
• VersaTrac Turf Mode. Unlocks the rear diff so only one rear wheel drives. That helps the machine turn tighter on grass without tearing up your lawn or food plot.

How I use it: Around the house and on gravel, I live in 2WD or Turf Mode. On woods trails or off-camber ground, I click into AWD before I get stuck. With a Ranger 570 vs Ranger 1000, you get the same basic drive controls. The 1000 and XP 1000 just have more power behind those modes.

Size, maneuverability and where each fits

Horsepower gets the hype. Size decides where you can actually drive and park the thing.

Width, wheelbase and turning

Here is how the three full-size rigs compare:

• Ranger 570 Full-Size
  About 114 in long, 60 in wide, 74 in tall, with a 79 in wheelbase. Turning radius is listed around 16 ft.
• Ranger 1000
  About 120 in long, 62.5 in wide, 76 in tall, with an 81 in wheelbase and a roughly 160 in (13.3 ft) turning radius.
• Ranger XP 1000
  Same basic 120 in length and 62.5 in width, a taller cab at about 79.5 in, and the same 81 in wheelbase.

In the real world:

• The 60 in width on the Ranger 570 Full-Size makes a difference in older barns, single-car trailers, and tight gates. It feels a bit trimmer and easier to squeeze between trees.
• The 62.5 in Rangers (1000 and XP 1000) need a hair more room. Not huge, but you will notice it on narrow ATV-style trails and between fence posts.
• The longer wheelbase on the 1000 and XP 1000 adds stability at speed and under load, but they feel a little less “spin on a dime” in tight pens.

If you ride older 50 in ATV trails, neither full-size 570 nor full-size 1000 is the right tool. For woods that were cut for tractors or pickups, both fit fine. The 570 just gives you a little more margin.

Ground clearance and suspension feel

From the factory, ground clearance breaks down like this:

• Ranger 570 Full-Size. 10.5 in of ground clearance on 25 in tires.
• Ranger 1000. About 12 in of ground clearance on 25–26 in tires, depending on trim.
• Ranger XP 1000. About 14 in of ground clearance with 29 in Pro Armor tires on many trims.

All three use dual A-arm suspension with roughly 10 in of travel front and rear on current 1000 and XP 1000 models, and slightly less on the 570 Full-Size.

What that means on the trail:

• The Ranger 570 Full-Size does fine on farm roads, mild ruts, and two-track. You just have to pick lines more carefully in deep ruts and rocky creek beds because you sit a little lower.
• The Ranger 1000 steps over more stuff without scraping. It feels more planted with a loaded bed thanks to the longer wheelbase and extra suspension.
• The Ranger XP 1000 really shines in rough ground. The height and tire package help you clear stumps, washouts, and deep ruts that would drag the 570.

If your land has cut pastures, field edges, and mild woods, the 570 is enough. If you work in creek bottoms, washouts, or rocky pasture, the extra clearance on the 1000 or XP 1000 is worth real money.

Midsize 570 vs full-size 1000 note

A lot of folks cross-shop used and new. You might be looking at a mid-size Ranger 570 (SP 570, older mid-frame models) and a newer full-size Ranger 1000.

Those mid-size 570s are narrower and shorter than the full-size 570. Reviews talk about how easy they are to snake through tight, brush-choked hunting trails and to load on smaller trailers. The trade-off is less room, less payload, and a more top-heavy feel if you push it.

If you mainly run tight woods and small two-tracks, a mid-size 570 can be the right call. If you want a roomier, more stable work chassis that still fits most gates, the full-size 570 or 1000 is the better base.

From a pure Polaris Ranger 570 vs Ranger 1000 size standpoint, the 570 wins in tight spaces and barn aisles. The 1000 wins in stability at speed and with heavy loads.

Towing, payload and bed capacity

This is where the Polaris Ranger 570 vs Ranger 1000 question gets real. It decides what you can pull, how much you can stack in the bed, and how many trips you make.

Towing capacity

From the factory:

• Ranger 570 Full-Size
  1,500 lb hitch rating with a 2 in receiver.
• Ranger 1000
  2,500 lb hitch rating with a 2 in receiver.
• Ranger XP 1000
  2,500 lb hitch rating as well.

In the real world, that looks like this:

• 1,500 lb (Ranger 570)
  Good for a small 5×8 utility trailer with tools, a riding mower, or a light load of firewood. Also fine for a single-axle yard trailer, small water tank, or a couple of quads.
• 2,500 lb (Ranger 1000 / XP 1000)
  Big enough for a heavier tandem-axle trailer, more firewood, a small stock trailer with a couple of animals, or a larger boom sprayer or water tank.

If you are just moving a light utility trailer around the homestead, the Ranger 570 Full-Size does it. If you are dragging a disc, pulling a heavier sprayer, or hauling equipment up hills, the Ranger 1000 or XP 1000 handles it with more margin and less drama.

Bed and payload

Polaris rates the beds and payload like this:

• Ranger 570 Full-Size
  • Bed size: about 36.5 × 54 × 11.5 in.
  • Box capacity: 800 lb.
  • Payload (people + bed): 1,500 lb.
• Ranger 1000
  • Bed size: about 36.75 × 54 × 11.5 in.
  • Box capacity: 1,000 lb.
  • Payload: 1,500 lb.
• Ranger XP 1000
  • Bed size: about 36.75 × 54.25 × 12.5 in and slightly deeper.
  • Box capacity: 1,000 lb.
  • Payload: 1,500 lb.

The footprint is almost the same. The big change is the extra 200 lb of box rating on the Ranger 1000 and XP 1000. That means:

• 800 lb box on the Ranger 570
  Roughly 16 bags of 50 lb feed if you do not want to overload it.
• 1,000 lb box on the Ranger 1000 / XP 1000
  Around 20 bags of feed, or more fence posts, or a heavier load of rock in one shot.

The payload number matters when you carry 3 adults plus a full bed. All three are capped at 1,500 lb, so you still need to count bodies and cargo. The 1000 and XP 1000 just let more of that weight sit in the bed instead of on a trailer.

Use case callouts

Here is how I simplify it when buddies ask me which Ranger to buy for work:

• Pick the Ranger 570 Full-Size if
  • You tow a small utility trailer or log skid.
  • You mostly haul tools, feed bags, mineral tubs, or a deer or two.
  • Your trails are tight and your hills are mild.
• Pick the Ranger 1000 if
  • You tow a disc, pasture drag, small stock trailer, or big sprayer.
  • You often pull up hills or across soft ground.
  • You want fewer trips with heavier loads in the bed.
• Pick the Ranger XP 1000 if
  • You do everything above and also trail ride hard.
  • You run bigger tires and accessories and still want power in reserve.
  • You want the winch, roof, and premium bits from the factory.

For small farms and lighter chores, the Ranger 570 Full-Size makes sense. Once your trailer loads get serious, the Ranger 1000 or XP 1000 is worth the money.

Comfort, cab and features

Power is fun. Comfort is what keeps you in the seat all day without feeling wrecked.

Ride and suspension feel

On paper:

• Ranger 570 Full-Size
  • Front: MacPherson struts with about 9 in of travel.
  • Rear: dual A-arm IRS with 10 in of travel.
  • Wheelbase: 79 in.
• Ranger 1000
  • Dual A-arm front and rear with about 10 in of travel at both ends.
  • Wheelbase: 81 in.
• Ranger XP 1000
  • Dual A-arm front and rear with 10 in of travel.
  • Same 81 in wheelbase, but taller tires and more ground clearance.

The longer wheelbase and more advanced suspension on the Ranger 1000 and XP 1000 really do smooth things out. Aftermarket comparisons and accessory brands flat-out say the Ranger 1000 rides more comfortably than the 570 because of its size and suspension.

Field & Stream tested the 2025 Ranger XP 1000 and called it the smoothest-driving Ranger they had taken out, with much better steering feel and less vibration than older models.

How it feels to me:

• 570 Full-Size: fine on farm roads and mild trails. You feel sharp bumps and washboard more.
• 1000: more planted, less bucking with a load in the bed.
• XP 1000: noticeably cushier in ruts and rocks, especially with the taller 29 in tires and extra ground clearance.

If you run rough pasture, rocks, or whooped out ranch roads, the 1000 chassis is easier on your back than the 570.

Seats, storage and controls

Inside the cab, Polaris does things a little differently across these models.

• Ranger 570 Full-Size
  • Simple bench seat for 3.
  • No electronic power steering from the factory.
  • Basic single analog gauge with a small LCD readout.
• Ranger 1000
  • 3-person bench with better bolstering on higher trims.
  • High Output EPS on the EPS model, which is what most dealers stock.
  • 4 in LCD Rider Information Center with more data and better backlighting.
• Ranger XP 1000
  • Bench seat but upgraded cut-and-sew upholstery and contoured backs on many trims.
  • High Output EPS standard.
  • Nicer analog plus LCD cluster and more accessory power options.

Storage is good on all three, with dash cubbies and under-seat space. The 1000 and XP 1000 just feel more “finished” inside. Switches are easier to reach, and the dash is set up for Polaris Ride Command screens and audio more cleanly.

In simple terms:

• Ranger 570 cab feels basic but functional.
• Ranger 1000 cab feels more like a modern truck interior.
• Ranger XP 1000 cab, especially NorthStar, feels like a small pickup with insulation and gadgets.

Premium features on Ranger 1000 / XP 1000

The big jump in comfort is not just the suspension. It is the options you can bolt on or get from the factory.

On Ranger 1000 trims, you can get:

• EPS (electric power steering) that takes effort out of slow-speed work.
• Better gauges and tilt steering.
• Lock & Ride cab pieces, glass windshields, wipers, and roofs.

On Ranger XP 1000, Polaris leans harder into comfort:

• Premium seats and a nicer steering wheel.
• Factory roof and 4,500 lb winch on many Premium trims.
• Better LED lighting and upgraded dash electronics.

On NorthStar XP 1000 versions, you add:

• Fully enclosed cab.
• Heat and A/C with improved sealing to keep dust out.
• Power windows and upgraded audio.

If you ride year-round in real cold or real heat, you will appreciate what those NorthStar cabs do. I treat them like a small pickup that can go places my truck never will.

Crew comfort

Crew models change the comfort picture again.

• Ranger Crew 570 Full-Size
  • Same 44 hp engine, 1,500 lb tow rating and 800 lb box.
  • 60 in width but a much longer 107 in wheelbase with two rows of seating.
• Ranger Crew 1000 / Crew XP 1000
  • Same 2,500 lb tow rating and 1,000 lb box as the 3-seat models.
  • Width around 62.5–65 in and wheelbase over 110 in depending on trim.

The extra wheelbase makes Crew models ride nicer over chop, especially in the back row. It also means more space to stretch out with 4–6 adults and gear.

Owners often say the Ranger 1000 and XP 1000 Crews feel quieter and smoother than older or smaller Rangers, even though they take more room to turn around.

If you haul people more than you haul gear, I lean toward a Crew 1000 or Crew XP 1000. If you usually ride with 2–3 people and just need occasional extra seats, the 3-seat 1000 or XP 1000 is easier to park and trailer.

Fuel use and running costs

Nobody buys a Ranger only for fuel economy. But it still matters when you are feeding it every weekend.

Fuel economy expectations

Polaris does not publish official MPG for these UTVs, so any number is an estimate. One aftermarket comparison site claims:

• Ranger 570 around 25 mpg in mixed use.
• Ranger 1000 around 17 mpg in mixed use.

A hunting site that reviewed the Ranger 570 midsize also talked about roughly 25 mpg in light use, which lines up with that 570 estimate.

From Polaris specs:

• Ranger 570 Full-Size fuel tank: 9 gal.
• Ranger 1000 tank: about 11.35 gal.
• Ranger XP 1000 tank: about 11.5 gal.

Based on those tanks and owner reports, here is a realistic way to think about it:

• Light work, easy trail riding:
  • 570 Full-Size: often low 20s mpg if you are gentle.
  • 1000 / XP 1000: usually mid to high teens, sometimes less with big tires or heavy loads.
• Heavy towing, deep mud, snow, or sand:
  • All of them drink more, and the 1000s will burn noticeably more fuel than the 570 on the same job.

So if you run all day, every day, and do not need the extra power, the Ranger 570 can save money at the pump. If you need the 1000’s grunt, budget for more fuel.

Upfront price

Polaris MSRP moves every year, so always check the current lineup. As of the latest Polaris site update:

• 2025 Ranger 570 Full-Size
  Starts at about $12,499 US MSRP.
• 2026 Ranger 1000
  Starts at about $14,299 US MSRP.
• 2026 Ranger XP 1000
  Starts at about $21,499 US MSRP.

All of those are base prices before freight, setup, tax, title, and doc fees. Dealers can be higher or lower depending on rebates and local demand.

In simple terms:

• Moving from a Ranger 570 Full-Size to a base Ranger 1000 is roughly a $2,000 jump at MSRP.
• Jumping to a Ranger XP 1000 is a big step in price, but you also get more power, more suspension, and more premium gear.

Insurance, tags and taxes

For most of us in the U.S., these Rangers are treated as off-highway vehicles, not regular street vehicles:

• States like Nevada and Arizona define UTVs as OHVs that need an OHV registration or decal for public land, not a full car plate in most cases.
• Many states say off-road vehicles cannot be fully registered for highway use, even if you add lights and mirrors, or only allow limited road use.
• A few states, like Utah, allow certain ATVs and UTVs to be made “street-legal” with extra equipment and DMV sign-off, but the rules are strict.

Taxes and insurance:

• Sales tax or use tax usually applies on purchase, just like a trailer or tractor.
• Some states do not require liability insurance for OHV registration on trails, but it is often smart to carry it anyway.

Because rules change so fast, I always tell folks:

• Check your state DMV or DNR site for OHV rules before you buy.
• If you want to ride on roads at all, verify what is legal where you live, and do not assume a Polaris Ranger can be made street legal everywhere.

For running costs, the Ranger 570 Full-Size wins on fuel and buy-in. The Ranger 1000 and XP 1000 cost more up front and at the pump, but they can save you time if you actually use the extra power and capacity.

Reliability, maintenance and owners report

Reliability is a huge part of this Ranger 570 vs Ranger 1000 call. You are buying a tool, not a toy.

What owners say about the Ranger 570

I see the same pattern over and over. Owners use the Ranger 570 as a chore mule and small farm rig and are mostly happy with it.

On BBCBoards, one member who owns both a Ranger 570 and 1000 said the “570 will be just fine for chores around the property”, and another added that a buddy’s 570 is “more than adequate” for farm use. That lines up with what I see. Feeding, fencing, spraying, dragging light implements. The 570 handles that fine.

On RangerForums, a 570 owner said their machine had been “solid as a tank” and they would buy it again. A Facebook group post called a first Ranger 570 “bulletproof” after long-term use. So there are plenty of good experiences.

There are issues too. A 570 problems roundup talks about:

• Engine overheating
• Hard starting
• Transmission and belt issues
• Electrical gremlins and fuel delivery quirks

I also see a few ugly stories, like a 2023 Ranger 570 that needed a full engine at around 3,000 miles and 1,000 hours. That is one case, but it proves you want good dealer support and you should not skip maintenance.

So my honest take. A Ranger 570 that is serviced on time and not abused is usually dependable for light to moderate work. You just do not have as much extra power to hide bad habits like heavy towing or overheating.

What owners say about the Ranger 1000 / XP 1000

When folks move from a 570 to a 1000, they talk less about raw reliability and more about how much easier the 1000 feels under load.

That same BBCBoards thread has owners saying the 570 is fine for chores, but for trail riding with gear and 3–4 people they would pick the 1000. On other forums, guys report the 1000 pulling heavier trailers and climbing hills without feeling strained the way a 570 can when pushed.

For the XP 1000, you see more performance talk. People use them as work machines during the week and trail rigs on weekends. Reviewers highlight the stronger frame, upgraded driveline, and better cooling compared to older Rangers.

It is not all roses. XP 1000 owners still report the usual UTV stuff:

• Belt wear and clutch heat if you tow heavy in high range
• Dust and heat in cheaper cab setups
• Electrical and sensor issues here and there

The big difference is this. If you do the same work with a Ranger 1000 or XP 1000 that you were doing with a 570, the bigger machine is usually working easier. Less strain is good for longevity.

Maintenance basics for both

Polaris is very clear. Maintenance is not optional if you want your Ranger 570 or 1000 to live a long life.

From Polaris’ own help center:

• Do a break-in oil and filter change at 25 hours or 250 miles for most Rangers.
• After break-in, change oil and filter about every 100 hours, 1,000 miles, or once a year, whichever comes first.

The 2016–2025 Ranger 570 Full-Size help article says the service reminder is programmed at 50 hours from the factory. The dash will count down service hours for you. That does not replace the manual. It just keeps you honest.

Maintenance schedules from Polaris manuals and dealer guides all circle around the same core items:

• Engine oil and filter
• Air filter
• Drive belt and clutches
• Front and rear gearcase fluids
• Brake fluid, pads, and lines
• Chassis lube and fastener checks
• Coolant on liquid-cooled models

For Ranger 1000 and XP 1000, aftermarket schedule guides mirror Polaris:

• Break-in at 25 hours / 500 miles
• Then 100 hour service intervals on oil, with inspections every 50 hours on things like belt and air filter

How I handle it:

• For hard farm use, dust, or water, I treat the book as a maximum, not a goal.
• I keep filters and oil fresh and do a quick nut-and-bolt check each season.
• I track hours, not just miles, because a work Ranger crawls a lot.

When to see a dealer

Some stuff you can wrench on at home. Some stuff you should not.

I go to a dealer when I see:

• Clutch or belt issues I cannot solve with a simple belt swap
• Grinding or clunking from the transmission or differentials
• EPS faults, warning lights, or no assist
• Repeated overheating or coolant loss
• Engine noises like knocking, rattling, or smoke

The manuals give clear instructions on torque specs and fluid types. If you do not have the tools, or you are guessing, get a Polaris tech involved. A mis-torqued drain plug or wrong fluid can ruin an expensive part fast.

Which Ranger should you buy? (Decision guide)

Let’s cut through the noise. Here is how I match Polaris Ranger 570 vs Ranger 1000 vs XP 1000 to real life.

Small acreage and light chores (under ~20 acres)

If your place is under about 20 acres and the work is light, the Ranger 570 Full-Size is usually enough.

Pick the 570 if:

• You mostly haul tools, feed, and a few fence posts.
• Your trailer is small and well under 1,500 lb.
• Your fields and trails are fairly smooth and not super steep.
• You care more about price and fuel burn than raw power.

It still gives you a full-size bed, 3 seats, and a quiet work rig that fits tight spots.

Medium acreage (20–80 acres), mixed work and trail

This is where the Ranger 1000 shines.

I like the 1000 if:

• You drag heavier implements like chain harrows or small discs.
• You pull a bigger sprayer or a loaded utility trailer.
• You have some hills or soft ground where a 570 feels tired.
• You also trail ride and do not want to be left behind when the group speeds up.

The extra towing, stronger motor, and better ride pay off here.

Big ranch, heavy implements, or commercial work

If you are running a real operation, the question is not “Do I need a 1000?” It is “1000 or XP 1000?”

For that use I lean to:

• Ranger 1000 for pure budget work crews and lighter implements.
• Ranger XP 1000 if you tow heavy every day, run hills, or want better ride quality for long days.

Pick the XP 1000 if:

• You pull near that 2,500 lb rating a lot.
• You run rough pasture, creek bottoms, or rocky access roads.
• You want factory winch, better lighting, and cab upgrades to reduce driver fatigue.

And if you haul people more than gear, look hard at Crew 1000 or Crew XP 1000.

Family trail riding and hunting

For pure family fun and hunting, I look at seats and terrain.

• Ranger 570 Full-Size or Crew 570 Full-Size
  • Works well for slower family trail rides, short hunts, and putting around a deer lease.
  • Narrower 60 in width helps in tighter woods and older camps.
• Ranger 1000 / XP 1000, 3-seat or Crew
  • Better choice if you run long distances, steep climbs, or carry 3–6 people and gear.
  • More power to keep up with other 1000-class machines on group rides.

If your kids are small and speeds stay low, a 570 Crew can be perfect. If your kids turn into teenagers who like to push, the 1000 platform is safer and more fun because it is not working as hard.

Budget shopper vs “buy once, cry once”

Here is the simple way I frame the money.

Choose Ranger 570 Full-Size if:

• You are very price sensitive on the machine and insurance.
• You will never tow close to 2,500 lb.
• You are okay with a simpler cab and fewer factory options.

Stretch to Ranger 1000 if:

• You can afford the extra ~$2,000 MSRP difference.
• You want your Ranger to still feel strong 5–10 years from now as your workload grows.
• You think you might add a plow, bigger trailer, or more accessories later.

Jump to Ranger XP 1000 if:

• You know you will ride hard, tow heavy, and keep the machine long term.
• You want better suspension and comfort from day one.
• You are the type who would mod a 570 or 1000 right away anyway.

I tell friends this. If you are debating hard between a 570 and a 1000 and you tow anything serious or run hills, buy the 1000 once and be done.

Ownership notes (costs, upgrades, when to mod)

This is the stuff you start thinking about after the shine wears off.

Common upgrades for each Ranger

No matter which Ranger you park in the barn, you will not leave it stock for long. I see the same mods over and over.

For a Ranger 570 Full-Size:

• Full or half windshield
• Poly or steel roof
• Side mirrors and rearview mirror
• Basic winch for stuck situations and light work
• Storage box or gun/bow mounts

For a Ranger 1000:

• Glass windshield with wiper for real weather
• Roof and rear panel to cut dust swirl
• Winch and front bumper upgrade
• Better tires once the stock set wears down
• Light bar or work lights front and rear

For a Ranger XP 1000:

• Full cab kits if you do not buy NorthStar
• Plow system sized to the 2,500 lb tow rating
• Heater kit or full HVAC if not factory
• Skid plates and A-arm guards for rough ground
• Audio and storage for trail riding

Polaris sells most of this as Lock & Ride accessories, and there are strong aftermarket options too. I always start with protection and comfort before I spend money on “fun” parts.

Belt and clutch behavior

Every belt-drive UTV has a personality. These Rangers are no different.

Owners report that:

• A well driven Ranger 570 on the correct range (low for towing, high for cruising) can go a long time on a belt.
• Lugging in high range with a heavy trailer or in deep mud will cook belts on any Ranger over time.
• The 1000 and XP 1000 clutches are built for more torque, but they still hate overheating and slipping.

What I do:

• Use low range any time I am towing, plowing, or crawling slow with weight.
• Keep my clutches and belt area clean and dry.
• Inspect the belt on schedule and swap it before it explodes, not after.

If you want to play with clutch weights or tunes, I consider that a “dealer or clutch shop” job. You can hurt drivability and belt life quick if you guess.

Used 570 vs new 570 or 1000

Lots of people weigh a used Ranger 570 against a newer 570 or 1000. Here is how I think through it.

Used Ranger 570 pros:

• Lower buy-in.
• Proven platform with tons of parts.
• Good choice if you only need light chores.

Used 570 cons:

• Unknown maintenance history.
• Higher risk of problems like overheating, wiring issues, or worn driveline parts if it was abused.

New Ranger 1000 pros:

• Full warranty and dealer setup.
• Stronger chassis, more power, better suspension.
• Better cab options and comfort upgrades.

If the price gap between a clean used 570 and a new 1000 is not huge after financing and warranty, I usually push friends toward the 1000. If you find a lightly used 570 that has clearly been serviced and you only need light duty, that can be a smart buy.

Safety and legal notes

Ranger 570 or Ranger 1000, the safety basics are the same. These machines are heavy and fast. Treat them with respect.

Rollover risk, belts, and helmets

UTV safety releases from state agencies and hospitals all say the same things:

• Most fatal ATV/UTV crashes involve people without seat belts or helmets.
• Roll cages and belts are only helpful if you actually use them.

The Wisconsin DNR, for example, tells riders to wear a DOT-approved helmet, fasten seat belts, and keep all body parts inside the machine. Minnesota enforcement posts say that for Class 2 ATVs (UTV-style rigs) built with belts, all occupants must wear them on public routes.

My simple rules in any Ranger:

• Buckle belts every time, every seat.
• Wear a helmet, especially off private land.
• Keep arms inside the cab. No “riding the edge” with hands on the cage.
• Slow way down on off-camber hills and side slopes.

A Polaris Ranger has a good roll cage and safety design, but it is still a tall, narrow vehicle. You can tip or roll either a 570 or a 1000 if you push angles and speed.

Street-legal and trail rules

Street-legal and trail rules are state specific. There is no single answer for “Is a Ranger 570 or 1000 street legal?”

Recent examples:

• Minnesota and Wisconsin treat most Rangers as off-highway vehicles. They require OHV registration or permits in many places and usually do not allow full highway use.
• Some states, like Utah, have programs to make certain UTVs “street legal” on specific roads if you add mirrors, turn signals, horn, and meet inspection rules.
• Other states only allow shoulder or ditch riding on certain signed routes, even with full safety gear.

So I always recommend:

• Check your state DMV and DNR websites for ATV/UTV rules.
• Do not assume a turn signal kit makes a Ranger legal everywhere.
• Follow local speed limits and road restrictions even on farm tags or OHV plates.

On our site I like to link this comparison over to state-by-state street-legal guides so you can drill into your exact rules.

Towing and load safety

Those tow and payload numbers we talked about are maximums on level, good traction, with a proper hitch and balanced load. They are not promises that a Ranger 570 or 1000 can safely pull that weight downhill or on ice.

My towing safety rules in a Ranger:

• Stay under the published tow and payload ratings, especially with passengers.
• Use low range for hills, soft ground, and heavy trailers.
• Make sure the trailer has working brakes if it is heavy.
• Load the trailer so the tongue weight is reasonable and the weight is low and centered.
• Never pull big loads with people in the bed.

When in doubt, I treat the tow rating as the absolute red line and run my everyday loads well below it.

FAQs

Is a Polaris Ranger 570 big enough for farm work?

For small to mid-size farms, yes. The Ranger 570 Full-Size has 44 hp, 1,500 lb towing, and an 800 lb box, so it handles feeding, fencing, spraying, and light trailers just fine. Owners report the 570 is “just fine for chores around the property” and “more than adequate” for farm use when you do not overload it.

If you pull heavy implements or big stock trailers often, the Ranger 1000 is the better long-term tool.

How fast is a Polaris Ranger 570 vs Ranger 1000?

Polaris does not list top speed. In the real world, owners and testers usually see a Ranger 570 in the 40–50 mph range, while a Ranger 1000 runs around 55 mph and an XP 1000 in the 60–65 mph range, stock.

I treat those as rough ranges, not goals. The bigger takeaway is the 1000 and XP 1000 cruise easier at higher speeds and with more load than the 570.

How much can a Ranger 570 and 1000 tow?

From Polaris specs:

• Ranger 570 Full-Size: 1,500 lb towing, 800 lb box, 1,500 lb payload.
• Ranger 1000: 2,500 lb towing, 1,000 lb box, 1,500 lb payload.
• Ranger XP 1000: 2,500 lb towing, 1,000 lb box, 1,500 lb payload.

I like the 570 for small utility trailers and light implements. I move to a 1000 or XP 1000 when the trailer weight gets close to that 1,500 lb mark or the terrain gets steep.

Is a Ranger 1000 worth it over a 570 for trail riding?

If you just poke around flat two-track and farm roads, the 570 is fine and saves cash. Once you start doing longer rides, steeper climbs, or group rides with other 1000-class machines, the Ranger 1000 is worth it.

You get 61 hp vs 44 hp, more ground clearance, a smoother dual A-arm suspension, and 2,500 lb tow rating on the 1000 platform. Owners who made the switch say the 1000 feels much stronger with a full cab, passengers, and gear, and is less “wound out” at speed.

Ranger 570 vs 1000 for hunting with a Crew model?

For tight woods and lighter loads, a Ranger Crew 570 Full-Size works well. It keeps the 60 in width, seats 6, and still tows 1,500 lb with an 800 lb box.

If you haul 4–6 adults, a full bed, and maybe a trailer with stands or a small blind, I lean to a Ranger Crew 1000 or Crew XP 1000. You keep 2,500 lb towing, a 1,000 lb box, and 14 in of ground clearance on XP models, which matters on rutted access roads and muddy fields.

Sources

• Polaris – 2025 Ranger 570 Full-Size
  Official model page with 44 hp ProStar engine, 10.5 in ground clearance, 1,500 lb towing, 800 lb box, and dimensions for the full-size 3-seat chassis.Polaris+1
• Polaris – Ranger CREW 570 Full-Size
  Crew version specs with 44 hp, 10.5 in clearance, 1,500 lb towing, 800 lb box, and 6-seat capacity.vicarspowersports.com+2rockyridgeoffroad.com+2
• Polaris – 2026 Ranger 1000
  Official page listing 61 hp ProStar engine, 1,000 lb box, 2,500 lb towing, 12 in ground clearance, and full dimensions for the 3-seat Ranger 1000.ritchiespowersportscobb.com+3Polaris+3Polaris+3
• Polaris – 2025 Ranger XP 1000
  Official page with 82 hp DOHC ProStar engine, 14 in ground clearance, 2,500 lb towing, 1,000 lb box, and XP chassis dimensions.
• Polaris – Oil Change Interval Help Center Article
  Factory guidance on break-in at 25 hours / 500 miles and 100-hour / 1,000-mile oil and filter change intervals after break-in.
• Minnesota DNR – 2025 Off-Highway Vehicle Regulations
  Official OHV regulation PDF outlining helmet and seat belt requirements for Class 2 ATVs (UTV-style vehicles) and other riding rules.

These are the main primary sources I leaned on for Polaris Ranger 570 vs Ranger 1000 specs, maintenance intervals, and safety/legal notes.