VIDEO: New Polaris Diesel Ranger put to the test in the Lake District

THE new diesel uses the same one-piece chassis and cab frame as the big petrol UTV, affording it greater load and towing capacity, uprated suspension and plenty of accessories.

Wheelbase is a healthy 207cm, with 33cm of ground clearance and 27.9cm of suspension travel front and rear, courtesy of a double A-arm setup.

This arrangement makes the UTV feel planted, even on very rough terrain. It was nigh on impossible to get a wheel in the air, no matter how fast or steep a slope we were travelling.

Part of the reason could be the fact it is more than 80kg heavier than the outgoing and petrol models. The skid plate underneath the UTV covers most of the underside, and is said to offer 50 per cent more protection.

Resistance

Coupled to the axles are 68cm tall tyres, which in conjunction with the suspension, iron out most bumps with all but the biggest tree roots and stones registering any resistance through the surprisingly comfortable, adjustable seat. In fact, the seat is sumptuous and supportive, so a day in the saddle would not be a chore.

Towing capacity is now 1,134kg, while 435kg can be dumped in the tippable loadbed, which is now 25mm taller and wide enough to accommodate a Euro pallet at 1,370mm wide.

THE new engine is in the form of a historically bullet-proof threecylinder Kubota, developing a mind-warping 24.8hp.

The 898cc block has a smaller capacity than the 23.4hp, 1,028cc Kohler engine it replaces, but also produces more torque at 55.2Nm, compared to 50Nm, allowing for swift acceleration at any speed up to the limiter at 65kph.

Polaris says it has learnt the tough life farm UTVs have, so have extended service intervals to 200 hours, raised and enlarged the air intake and filters and better sealed the engine, so much so that after plenty of wading through deep puddles and whizzing along dusty tracks, the engine was still near spotless.

Progress

The company’s Polaris variable transmission matches the engine well, providing smooth and swift increase of speed, but also controlled progress when navigating over obstacles. It now offers 26 per cent lower gearing than previous, and features a 55 per cent larger belt to cope with the increased power and torque.

For slowing motion downhill and making the driving experience less strenuous for the operator a host of features are included as standard; engine braking system (EBS), active descent control (ADC) as well as electric power steering and an on-demand allwheel drive system (AWD).

The combination of EBS and ADC makes traversing down gradients a doddle, kicking in when the revs drop off the engine, but it does require a gentle tap of the accelerator every now and then, just to encourage the system to hold the UTV back.

Likewise the brakes are more than ample to bring the unit to a standstill in a controlled manner, even from full tilt. Thanks to the EPS system the turning circle is now 13 per cent tighter and the steering rack is 19 per cent quicker, allowing for more nimble movements.

Power can be directed to the wheels in three combinations, from one-wheel-drive turf mode, which prevents scuffing on pasture, twowheel drive, and the AWD that kicks min when it feels grip is being lost.

THE new Diesel Ranger from Polaris is definitely a step in the right direction from the old model, which we were never very enamoured with.

The new engine should be reliable, has plenty of punch and pulls up to its top speed well and is coupled to a smooth and quiet transmission.

The big decision is, if a cab is needed, considering the cost they incur, we would likely settle on front and rear screens and a roof.

The benefits of being able to fill up on-farm is a big plus point and should go some way to offsetting the purchase prices, starting at £12,999 or £13,499 for tractor-spec homologation.