Polaris Scrambler 1000 4×4

It’s time for a new class-Superquad

The new Polaris Scrambler 1000 sport 4×4 is the ATV equivalent of a supercar, but you get incredible performance and outrageous styling without paying half a million dollars—or a million or two million. We got a chance to experience the new 1000, and there is no question—if you ride for the rush, you need to know about this quad.
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HOW SUPER IS THE PRICE?
Top performance machines in any class are never cheap, which adds to their mystique. The Scrambler 1000’s price has yet to be announced, but we expect it to be close to $13,549, the price of Can-Am’s Renegade 1000 X xc. Can-Am also has a Renegade 1000 without piggyback reservoir shocks, trick wheels and power steering for $11,049. There’s only one version of the Scrambler 1000, and it comes with adjustable piggyback reservoir Fox shocks and power steering, like the Renegade 1000 X xc.

WHAT POWERS IT?
An enlarged version of thelongitudinal, four-valve-per-cylinder,nsingle-overhead-cam, inline twin fromnthe Scrambler 850. Polaris hadn’tnreleased performance figures or fullnspecs at press time, but we expectnthat the extra displacement and dualexhaustnsystem will pump up the powernfrom the 850’s 77 horsepower to morenthan 82, the figure Can-Am claims fornthe Renegade 1000.

The longitudinal design, with thencrank and transmission in line withnthe frame, makes the Scramblerncomfortably slim. It also makes for morenefficient power transfer than transversenengine mounting, because the crank isnin line with the driveshafts rather than atna right angle to them.
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ALL RIGHT ALREADY, HOW FAST IS IT?
It’s ridiculously fast, which makes it ridiculously fun. We’re sure there will be some media sources that will lecture you about how utterly impractical such a powerful machine is and how the Scrambler 850 is insane enough, but like a supercar, the Scrambler 1000 isn’t made to be practical. This thing feasts on fast, straight sections of trail. It accelerates so quickly that long straightaways suddenly seem shorter. Can-Am’s Renegade 1000 distorts time and space in much the same way, but the Scrambler’s clutching gives it a quicker, more solid response. We’ll have to get the two together to see which is faster. At the moment, the 1000s aren’t legal for U2-class GNCC racing due to the 850cc limit, but that won’t stop Scrambler-versus-Renegade racing among friends.

On the Scrambler 1000, wheelies don’t require the deliberate weight shifts you need on some machines. Hit the gas hard enough anywhere there’s traction and, if you want it to, the front end will get as high as you like for as long as you have the skill to keep it there.

Once Scrambler 1000s get into the right hands, we’re sure epic tales of hills climbed, mud crossed and earth moved will soon follow. If you’ve ridden Can-Am’s outrageous Renegade 1000, you know what we’re talking about.
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HOW IS THE POWER ON THE TRAIL?
Surprisingly sane—if you are too. On the Scrambler 1000, it’s easy to grab way more power than you need for nearly any trail situation or obstacle, but if you use some restraint and recalibrate your brain and your throttle thumb to the power available, the Scrambler is simple to control. Of course, the huge reserves of power present endless options for how you make your way down the trail. You can wheelie up hills you can barely climb on some machines and slide around turns you’d normally just ride around. An unexciting, flat, straight section of trail can suddenly be a blast. Just roll on the throttle to feel the rush of acceleration. As rowdy as the Scrambler can be, it’s impressively refined. It’s fun just to hear the throaty dual exhausts sound off, but the inline twin is turbine smooth, even at high revs.

WHAT KIND OF 4WD SYSTEM DOES IT HAVE?
Selectable 2WD/4WD with an automatic locking front differential. When you select 4WD, the Polaris’ speed-sensitive, automatic, locking front differential locks any time the rear wheels rotate faster than the fronts. It’s an effective system that gives the Scrambler traction that riders of two-wheel-drive sport quads can only dream of. Four-wheel drive helps the Scrambler convert more of its power into acceleration, but the big machine has no trouble spinning all four tires when it’s pulling hard.

WHAT’S THE TRANSMISSION LIKE?
It’s a fully automatic, belt-type, continuously variable transmission like most 4×4 ATVs have. Unlike some Polaris 4x4s, however, it also has engine braking. The shift lever is different from those on most Polaris models, but it has a similar notchy action.

WHAT KIND OF SUSPENSION DOES IT HAVE?
Dual A-arms front and rear with piggyback reservoir Fox Podium X shocks all around. A rear swaybar limits body roll. The shocks have adjustable compression damping and spring preload. There are 9 inches of travel up front and 10.25 inches in the rear.
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HOW DOES THE SUSPENSION WORK?
Incredibly well, especially considering the Scrambler 1000’s speed and weight. The ride is remarkably fluid, even on punishing, rocky terrain. The Polaris has a firm, agile feel that’s fitting for such a fast sport 4×4. It stays nicely composed on choppy ground and has plenty of bottoming resistance for jumps. The 745-pound machine is no 450 in the air, but it launches and lands more gracefully than you’d expect.
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HOW DOES IT HANDLE?
Surprisingly well, especially since this much motor would challenge any ATV chassis. When you consider that the Scrambler 1000 weighs as much as a big-bore 4×4 ATV and is more powerful than many UTVs that are twice as heavy, you get a sense of the machine’s feel. You notice the Scrambler’s weight, but the massive power jets the thing along like it weighs nothing. The power also lets you steer with the throttle and float the front end over ruts and other obstacles in ways that just aren’t possible with normal quads. Smart weight distribution, a slim midsection, roomy ergonomics, capable suspension and power steering make the Scrambler impressively agile and controllable. It corners like a big pro football player who can change directions quicker than should be possible. There’s some body roll, but it doesn’t hinder the machine’s handling. All things considered, this machine handles more like a modern muscle car than a supercar, because supercars are usually super light as well as super powerful.

HOW IS IT FOR MUD AND ROCKS?
With huge reserves of power, one of the most effective 4WD systems, power steering and 11.5 inches of ground clearance, the Scrambler 1000 is a natural for mud. Thanks to the power steering, you hardly notice any extra steering effort when the automatic locking front differential engages, but you will feel the Scrambler find traction in slick terrain. The Carlisle all-terrain tires have fairly deep, open tread, so they grip better than some more conservative original-equipment tires in soft terrain. The 1000 has more than enough muscle to turn bigger tires easily, so you can turn it into a custom mud monster with a set of dedicated mud tires.

The Scrambler is nearly as at home in rocks as it is in mud. Throttle control is key for making smooth progress in technical, rocky terrain, but thanks to supple suspension and power steering, the machine is as smooth as they come in rocks.
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HOW DOES IT HANDLE HILLS?
There weren’t any climbs that could challenge the 1000 at the location where we did our initial testing, but we have plenty of seat time on the Scrambler 850, which shares the same chassis. The chassis is well balanced for climbing, so keeping the front end down and pulling is no problem, even on steep climbs, and the 4WD system gives the machine plenty of grip, even on slick or soft grades. With the 1000’s extra power, what you can climb will only be limited by your skill. Getting back down steep hills on the Scrambler requires some technique, because the
engine braking system slows the rear wheels enough to cause them to slip on loose or slick terrain. The brakes are powerful, but because a single lever operates the front and rear binders, it’s easy to lock the rears on steep descents. For all but the most extreme downhills, however, the brakes are excellent.
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HOW ARE THE DETAILS?
Most are super. Polaris is giving the ATV industry a lesson on 4×4 ergonomics with the Scrambler’s slim, comfortable shape. The look and sound of the dual exhausts are great, and the engine’s smoothness makes it a joy to rev. The stepped seat got mixed reviews. It does keep you in place when you pull the trigger on the 1000’s rocket-like acceleration, but it makes moving on the seat awkward. Get back far enough and you’ll feel the rear rack, sometimes painfully. The racks are handy for hauling supplies, and there’s also a receiver-type hitch for towing.

WHAT IS OUR FINAL ANSWER?
The Scrambler 1000 is so outrageous it deserves to be called a superquad, and yes, the Renegade 1000 is more than berserk enough to belong in the same category. This is a machine for riders who don’t question pushing performance boundaries; they go at them full throttle.

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