ATV Review: 2022 Polaris Sportsman XP 1000 RIDE COMMAND Edition

King of the Sportsman.

Your ATV Connection editors are no spring chickens. We remember a time when a 350cc engine packed into a utility machine was considered overkill. When Yamaha came out with the Kodiak 400 back in 1993, we thought—what will humanity possibly do with all of this excess?

These days 500s represent the middle of road in terms of the utility quad hierarchy. If you are at all familiar with things around here, you know we’re very big fans of the Polaris Sportsman 850. We’ve tested it in a variety of trims, dragged wood with them, winched out our buddies with them, we even raced them. So what happens when you tell the world the 850 is one of the best 4x4s on the market? The world says, “But what about the 1000?”

What about that 1000?

Enter the 2022 Polaris Sportsman XP 1000 RIDE COMMAND Edition. 90 horsepower out of the box, industry-exclusive GPS navigation and Group Ride connectivity (regardless of cell service) via a 7” touch screen, all new Multi-Select Electronic Power Steering, and 1,500 pound towing capacity. If the 850 is turned up to 10, the 1000 blows the amp and tosses you against the wall like Marty McFly in Back to the Future.

We took delivery of a brand new 2022 XP 1000 at the very tail end of NY summer so as to share our thoughts on Polaris’s top-of-the-line Sportsman.

The Walk Around

There’s no getting round it – the 1000 is a lot of machine. It’s beefy, it’s burly and when you climb on board, it feels spacious and commanding. Some ATVs give the impression that you are simply sitting atop them – not the XP 1000. It feels like you are inside the quad thanks to generous fender coverage, front and rear rack extenders and let’s not forget that full touchscreen LCD dash mentioned above.

Tipping the scales at a hair under 900 pounds (886–dry), there is no mistaking this one for one of the midsize models of the Sportsman line, but as is the case with the 850, Polaris employs some clever engineering techniques to centralize a lot of that mass into locations that don’t interfere with the rider. Namely, the widest part of engine is nestled neatly in the frame up under the tank, leaving the much thinner drive-train to route under the seat itself. We talked about those days when 350s were the bad boys of the utility scene and can attest we don’t miss the ultra-wide seat ergonomics of those days one bit.

When you decide to turn the key and send the engine into explosive life, a little video clip of a few wheelers morphing into the Polaris logo on the screen is nearly enough to distract you from the fact that the torque of two massive pistons punching into motion rocked the chassis below you in a way typically reserved for big bore muscle cars revving up at a red-light. You know the 1000 means business even before you put it into gear.

The source of all that commotion is a 952cc twin cylinder ProStar SOHC 4-Stroke good for 90HP and, though it rumbles with authority, its exhaust note is steady and inoffensive at idle.

All time AWD means that unless you lock the machine into 4×4 mode, the power will be directed to the wheels that need it. We’re also glad to see inclusion of a dedicated 2WD mode for those times when conditions are dry and push from the rear wheels is sufficient (the bigger the bore, the more fuel it’s going to sip, after all).

From here it’s just a matter of selecting your gear of choice from the right side lever – forward is broken up into either high or low range. Release the brakes, take a deep breath and go ahead and stab that thumb throttle to set the world into motion.

The Ride

Describing the Sportsman XP 1000 in motion is a whole plethora of conflicting emotions. Perhaps the best description would be to compare it to someone with multiple-personality disorder. Only the thing here is you are in complete control over the personality you want to spend time with. Pop it in low range, be responsible with your right thumb and the big 1000 will reward you with all day work potential without ever breaking a sweat. The machine is comfortable, roomy, it tows exceptionally well (3,500-lb Polaris HD winch up front, 1.25-inch, 1,500-lb-rated receiver hitch in the rear), and chassis stability is top notch.

Slip that gear lever into H(igh) and let your thumb push a little deeper and some interesting things begin to happen in a hurry. The weight of the machine disappears below you, the suspension comes to life and the terrain around you starts to pass rapidly.

If you’re really feeling confident, tuck your head down, squeeze the tank with your knees and push that throttle closer toward its stop. Don’t worry, you’re going to run out of real estate, nerve or arm strength long before finding the limit here.

What is a 900 pound machine like in such rapid acceleration? It’s deceptively smooth! Thanks to the combination of dialed fuel injection, spectacular suspension and some of the best power steering we’ve ever encountered, there is absolutely no drama in getting the big Sportsman moving along. And move it does! We feel the need to remind that we are former MX racers around here – we spent our formidable years launching 450s over massive doubles and blitzing whoop sections. Even still, what machines like this are capable of is awe-inspiring.

As hard as it is to believe, the big 1000 can be called nimble once it’s underway. Were we to guess how such a seemingly impossible feat is accomplished, we would begin with chassis stability. Polaris built a frame that is intentionally stiff to keep things like body roll and lean to a minimum, instead leaving it up to the suspension itself to compensate for the terrain below.

That approach would demand some pretty excellent suspension, right? They’ve got that covered too. Sealed arched dual A-Arms are good for 9″ of travel up front and similar dual A-Arms composing a rolled IRS configuration (10.25″ of travel) in the rear have been given the task of smoothing out the rough. What it means in action is travel supple enough to absorb trail clutter but a configuration that ramps up the stiffness in a hurry when the speeds start increasing. You can go ahead and push the limits on the XP 1000, you won’t manage to upset this chassis.

The next element that plays a pretty big role in the 1000’s silky smoothness even as you approach the speed of sound is the electronic power steering. We’ve sampled a variety of systems around here but what Polaris equips stock just may be the most effortless yet responsive setup you’re going to find. This year their EPS got even better with three different levels of steering assistance from which to select (right side handlebar). If the terrain is particularly technical and laborious, riders may wish to increase the amount of assistance, while straight line travel or wide open spaces (like dunes) often benefit from a bit more feel at the bars. For a majority of our testing, we simply left it in the middle setting, which we have to conclude based on the other Sportsmen we tested throughout the years must have been the previous default.

Slowing Down

If you’re thinking a wicked fast, 900 pound quad might be a bit like a runaway freight-train, Polaris’s engineers have done their homework. The engine braking system (EBS) is very effective. Love such systems or hate them, you’ll be glad it’s here. The brakes are excellent (single lever 4-wheel hydraulic disc with hydraulic rear foot pedal), but corners come quicker than you remember on this beast. Plus, in situations like steep descents, using the gobs of compression braking (Active Descent Control is also standard) this big twin is putting out is absolutely priceless.

About Those Goodies

That fancy touchscreen up front (which works even through your gloves) is more than just a conversation piece. Though, it will be the talk of the trail head those first few times with its iPad-like interface showing off a whole plethora of vehicle information, some of which could make your brand new truck’s dash jealous. With the press of a button the display changes to GPS mode – nice crisp maps and digital compass taking all the guesswork out of the expedition. This is just the beginning of what this thing’s all about, however.

RIDE COMMAND keeps riders connected with industry-exclusive communication technology that works even outside of cell range. Riders can stow their phone and keep their hands on the bars riding with full confidence in not only the route ahead, but everyone in the group’s location as well.

GPS navigation and waypoints let riders save specific destinations and follow a guided route so they always know the way, even outside of cell range. Group Ride functionality allows riders to explore separately while keeping track of their pack, while Follow the Leader mode lets a designated group leader leave a digital track for others to follow on the way to favorite adventure spots.

As if all of this isn’t enough, RIDE COMMAND equipped vehicles can send group texts to one another without even requiring cell service. This is the kinda stuff your ATV Connection editors can get used to in a hurry, meaning when Polaris takes their machine back, we’re back to getting lost and struggling to find service on our phones out on the trails.

Odds and Ends

While we didn’t have the plow (or, knock wood, the snow here yet) to test it, Plow Mode also comes standard here, making plowing easier than ever by automatically lowering and raising a plow when the vehicle shifts from park to low or reverse.

We can, however, attest that the upgraded 27” Duro tires Polaris spec’ed work in the snow (or just about any other terrain we could throw at the thing), with uncanny efficiency.

Sealed suspension bushings are designed to withstand the elements and reduce vehicle maintenance.

LED headlights and an LED pod light that feature simultaneous high-beam capability mean the setting sun is not an obstacle out on the trails. Factor in the reflective nature of our moon-lit snowy rides, and it’s possible the visibility was better at night than most of the winter days around here.

While it doesn’t show up all that well in photographs, the dipped Azure Crystal plastics actually contain deep sparkling metal-flake that is quite gorgeous in person.

Conclusion

We’ve ridden a lot of machines in our time and there is definite truth to the rumor that things are different on Planet 1K. 1000cc machines carry with them the mystique of being the largest available ATV on every line, but the experience of putting one through its paces is every bit as satisfying as is uncovering the allure. This is the ATV for the rider who doesn’t want just “good enough”, isn’t interested in almost, and prefers overkill to coming up short.

At $15,599, the Polaris Sportsman XP 1000 Ride Command Edition represents the upper most echelon of the ATV hierarchy, but it does provide an experience that has to be experienced to fully understand. To say we’re impressed is an understatement. The only question that remains is how do we get Polaris to forget they left this thing here.

Specs

Ride Command Technology
High Clearance A-Arms
27″ Duro Tires & 14″ Aluminum Wheels
Independent Rear Suspension
New Multi-Select Electronic Power Steering (EPS)
3,500 lb Polaris HD Winch
Front Trail Bumper
1,500 lb Towing Capacity
LED Lower & POD Lighting
6 Lock & Ride Rack Extenders
Drive Modes

Engine & Drivetrain
Active Descent Control Standard
Cooling Liquid
Cylinders Displacement 2 / 952cc
Drive System Type One Touch On-Demand AWD/2WD
Engine Braking System (EBS) Standard
Engine Type ProStar SOHC 4-Stroke Twin Cylinder
Fuel System/Battery Electronic Fuel Injections / 400 CCA
Horsepower90 HP
Transmission/Final Drive Automatic PVT P/R/N/L/H In-line Shifting

Dimensions
Estimated Dry Weight 886 lb (402 kg)
Front/Rear Rack120 lb (55 kg)/ 240 lb (110 kg)
Fuel Capacity 5.25 gal (19.9 L)
Ground Clearance 11.5 in (29 cm)
Overall Vehicle Size (L x W x H) 83.25 x 47.6 x 50.75 in (211.4 x 120.9 x 128.9 cm)
Payload Capacity 575 lb (261 kg)
Person Capacity 1
Seat Height 37 in (94 cm)
Wheel base 53 in (134.6 cm)

Brakes
Front/Rear Brakes Single Lever 4-Wheel Hydraulic Disc with Hydraulic Rear Foot Brake
Parking Brake Park In-Transmission / Lockable Hand Lever

Specifications
Cargo System Lock & Ride, 4 Gal (15 L) Front Dry Storage, 2 Gal (8 L) Rear Storage
Front Suspension Sealed Arched Dual A-Arm 9″ (22.9 cm) Travel
Rear Suspension Sealed Arched Dual A-Arm, Rolled IRS, 10.25″ (26 cm) Travel
Hitch Towing Rating 1,500 lb (680 kg)
Hitch Type Standard 1.25 in (3.2 cm) Receiver

Instrumentation
All Digital Gauge with Bluetooth, Speedometer, Odometer, Tachometer, Two Tripmeters, Hour Meter, Gear Indicator, Fuel Gauge, AWD Indicator, Volt Meter, Coolant Temperature, Hi-Temp Light, Clock, DC Outlet

Lighting
LED POD, LED Headlights, Dual LED Brakelights/Taillights, Rear Work Light

Other Standard Features
3,500-lb Polaris HD Winch, Front & Rear Bumper, Front & Rear Rack Extenders, Hand & Thumb Warmers, Gun Scabbard & Mount, Kolpin Ratchet Claws, Cut & Sew Seat, In Pod Battery Charge Port, Dipped Plastics

Tires / Wheels
Electronic Power Steering Multi Select EPS
Front Tires 26″ x 8″ PXT
Rear Tires 26″ x 11″ PXT
Wheels 14 in. (35.6 cm) Aluminum

More Information
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