2022 POLARIS RANGER SP 570
An all-new Ranger that thinks it’s a RZR
2022 POLARIS RANGER SP 570
Polaris introduced the Ranger 500 in model year 2009, gave it EFI for model year 2011, and replaced it with the mid-sized Ranger 570 for 2014. Since then, Polaris has offered both a full-sized, 60-inch Ranger 570 and a mid-sized 58-inch-wide 570. Polaris brought back the Ranger 500 for 2017 as a value UTV. Polaris still has the $10,999 full-sized Ranger 570 and the $9799 Ranger 500, but it replaces the mid-sized Ranger 570 with the all-new 2022 Ranger SP 570 in three trim packages.
WHAT’S NEW FOR 2022?
The SP 570 replaces the old 570 and has an all-new design from the ground up that’s topped by a truck-like body with aggressive front styling. A wraparound tubular front bumper has a plate-steel front with pre-drilled winch and fairlead mount, and the square-tube frame is 2 inches narrower than the old 570. The grill removes without tools to access the radiator, and the large hood is also easily removable to access reservoirs and the brake master cylinder. The dash was moved forward for more knee and leg room, and the side bolsters are smaller for easier entrance and egress. The dash has a cell-phone pocket, trickle-charger port, two power ports, a large glove box, and three large cubbies with rubber netting to secure contents. The bench seat for two has more comfortable ergonomics and has ample storage underneath. Total in-cab capacity is 19.8 gallons. Side nets have a one-clasp closure.
The front suspension uses a lower A-arm with MacPherson struts that provide 9 inches of travel. Dual A-arm independent rear suspension has preload-adjustable shocks with dual-rate springs and 10 inches of travel. Base and Premium SP 570s have only a rear sway bar, while Northstar Editions and Crews also have a front sway bar. Wheel bearings and suspension bushings are sealed for longer maintenance intervals. With a short, 73-inch wheelbase, SP 570s have a 12.7-foot turning radius aided by a Versatrac Turf-mode unlocking rear diff. The 567cc Prostar single has a relocated and upgraded exhaust for conversations at speed. It also has a 660-watt stator and a much-larger 535 cold-cranking-amp battery. The CVT clutch is larger and retuned for strength and low-speed driveability, and the SP 570 has a full-length skid plate.
The new gas-assist dumping bed has a 500-pound capacity, truck-style tailgate and 12 cubic feet of storage with four D-rings and 17 Lock-n-Ride mounts. Base SP 570s are Sagebrush Green with steel wheels, 25-inch Carlisle 489 tires, and no EPS. Premiums add EPS, aluminum wheels, and Polaris Blue paint or Polaris Pursuit Camo wrap ($500 more). Northstar Editions have fully enclosed cabins with locking doors, heat and ventilation with four relocated adjustable vents and defroster vents, a Pro Shield glass windshield with wiper and washer, Polaris H-D 3500-pound winch with Auto Stop, and 25-inch ITP Terracross tires. There are also 40 new SP 570 accessories, including a Ride Command option.
HOW DOES COST COMPARE?
The base Ranger SP 570 is $10,499. Premiums are $12,499 and $12,999, and Northstars are $16,999. Ranger SP 570 Crews are $11,999. Premium Crews are $13,999, and Northstar Crews are $19,999. Can-Am’s Defender HD7 starts at $11,199 and jumps to $12,699 with DPS. The Defender DPS Cab HD9 starts at $21,599. Arctic Cat’s Prowler Pro starts at $14,199, and the Prowler 500 is $9999; the Tracker 500S is $9399. Honda’s Pioneer 520 is $9499, and the Pioneer 700 is $10,999. Yamaha’s Viking 700 starts at $13,899. So, Honda’s Pioneer 520 is the closest comparison, but the new SP 570 would slaughter it in performance and utility.
HOW IS THE PROSTAR POWER?
This is where the Ranger SP 570 thinks it’s a RZR 570. The 567cc Prostar single makes 44 horsepower, which is only 1 horsepower off of the RZR’s output. We had a blast ripping through ERX Park’s woods circuit, as the SP 570 is quick-revving and peppy feeling, just like the RZR. It would even drift the rear end out of corners and hold slides predictably on gravel roads. Power is impressive, and overall performance is super fun.
WHAT ABOUT CVT/4X4 DELIVERY?
It matches the motor. The revised CVT clutching is smooth when you want it to be and quick when you stand on the throttle. Clutching is well-matched with the EFI throttle map, and the Polaris On-Demand AWD system adds to the agile feeling by diving into turns in 2WD and powering out in 4WD. There is no engine-braking system, but compression braking breaks the rear wheels loose into turns. The Versatrac turf mode is nice in really tight woods. The range selector is on the dash and fairly slick; the large handle is out of the way when in High, and Low is very low for work and mud. We didn’t get a chance to get top speeds in High or Low.
HOW ABOUT THE SUSPENSION?
It’s also on par with the RZR 570. MacPherson struts deliver 9.0 inches of front travel, the same travel as the RZR, and the SP 570 has more rear travel: 10.0 inches versus 9.5 on the RZR. Spring and damping rates deliver a plush ride on the Ranger SP, but it does have a lot of body roll on off-camber turns, and we bottomed the fronts on bigger hits in undulating woods.
WHAT ABOUT THE HANDLING?
It’s super agile. The Ranger SP 570 has 6 inches more width than the RZR and 4 inches shorter wheelbase, so it turns quicker and can be cornered much harder without doing the “mongo bicycle.” It weighs 146 pounds more than the RZR but feels light and agile in the woods. It is also stable at speed over rough ground. At the Polaris 2022 press event, we drove Generals first (we reported on the XP 4 Deluxe Ride Command and Trailhead Editions last month), and then we drove the SP 570s on the same course at much higher trail speeds. Full derby mode!
IS IT THE ULTIMATE WOODS WEAPON?
Yes, in-class. With Ranger comfort and RZR performance, the Ranger SP 570 reminds us very much of the cross-over General line. Think of it as the littlest General, but with a bench seat instead of buckets. Power steering assist is excellent, and the controls are effective with little pressure applied. Polaris’ accessory poly tip-out or vented poly half-windscreen would make it more comfortable still. The accessory tip-down headache rack will help overlanders carry more camping gear and the like, and Polaris claims its accessory winch is an easy 30-minute install.
HOW ABOUT THE BRAKES?
They haul the SP 570 down from speed quickly. Both the Ranger and RZR 570 have 12-inch wheels, so rotor size is similar, but the RZR has twin-piston front calipers, while the Ranger has single-piston calipers on all four corners. Both have Park in the dual-range transmission.
HOW ABOUT TRAIL COMFORT?
The new Ranger SP 570 is an off-road limo. Two full-sized adults have plenty of elbow room in the cabin, along with extra leg room over previous mid-sized 570s. The new Cut-n-Sew bench seat has great ergonomics and comfortable foam padding, and the shoulder belts didn’t chafe necks. The new dash is a work of art with netted cubbies along the bottom, a phone pocket, huge glove box, a molded radio mount, and four accessory switch blanks ride next to the AWD/2WD/1WD Turf-mode switch. On the left, there are two blanks next to the switch to control the new 55-watt LED headlights. The over-molded steering wheel is super comfortable, and tilt is easily adjustable. The instruments don’t tilt with the wheel, but the LCD screen and configurable Rider Information Center are easy to read. Our Premium had the accessory Sport poly roof ($349.99), which added greatly to trail comfort. Intake and exhaust noise in the cab are minimal, too.
WHAT’S OUR FINAL ANSWER?
Polaris did a great job on the new 2022 Ranger SP 570 Premium. Power, delivery, handling, suspension, brakes, steering assist, and especially cabin comfort are all excellent. If it weren’t for the bench seat, you would think you were in a General or RZR 570. The redesigned cabin even has four cup holders and almost 20 gallons of storage. Its redesigned bed holds 500 pounds of cargo, and it tows 1500 pounds with a 2-inch receiver. It’s a great recreation/utility UTV at a great price.
SPECS:
2022 POLARIS RANGER SP 570
ENGINE/TRANSMISSION
Engine type Liquid-cooled, 4-valve, DOHC
4-stroke single
Displacement 567cc
Bore x stroke 99mm x 73.6mm
Compression ratio 10.0:1
Lubrication system Wet sump
Additional cooling Auto fan
Induction 46mm EFI
Starting/back-up Electric/none
Starting procedure Turn ignition switch
Air filter:
Type Paper pleat
Access Tool-less, undo four clips
Transmission Dual-range CVT w/ reverse
Reverse procedure Move range selector to “R”
Drive system Selectable 2WD/4WD w/ auto diff-lock
Final drives Shafts
DIMENSIONS/CAPACITIES/WEIGHTS
Fuel capacity 9.5 gal.
Wheelbase 73.0”
Overall length/width/height 108”/56”/74”
Ground clearance 11.0”
Claimed dry weight 1,139 lb.
Bed weight limit 500 lb.
Hitch 2.0” receiver
Towing limit 1,500 lb.
ROLLING CHASSIS
Frame Steel square tube
Suspension/wheel travel:
Front A-arms w/ MacPherson struts/9.0”
Rear IRS A-arms w/ prel.-adj. shocks/10.0”
Brakes/actuation:
Front Hydraulic discs/left-side pedal
Rear Hydraulic discs/left-side pedal
Parking Lever on console
Tires:
Front 25×8-12 Carlisle 489
Rear 25×10-12 Carlisle 489
ELECTRICAL
DC outlet Dash
Lighting:
Front 2 55-W headlights
Rear Dual brake/tail lights
DETAILS
Instrumentation Speed/odo/trip/hour/rpm/fuel/
gear/clock/2WD-4WD
Colors Sagebrush Green; Premium Polaris Blue
or Pursuit Camo; Northstar Polaris Blue
Minimum recommended operator age 16
Suggested retail price $10,499; Premium, $12,499;
Camo, $12,999; Northstar, $16,999
Contact Polaris, (800) POLARIS
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