Tested: 2024 Polaris Xpedition Is as Fun as It Is Loud
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The Polaris Xpedition side-by-side takes the formula for SUVs like the Jeep Wrangler and Ford Bronco and shrinks it down to nearly the size of a two-door Mini Cooper S. It's illegal on the streets, but an absolute freak through the creeks, and its climate-controlled cabin takes the chill and dust out of the outdoors experience.
Polaris, which introduced its first side-by-side—the Ranger RZR—in 2007, has created arguably the most luxurious experience possible for a vehicle sold with a plastic steering wheel. Available in two- and four-door body styles, the Xpedition can carry up to five passengers, and it can be equipped with either a bed that dumps or an enclosed rear cargo space. The Polaris accessory list only makes the side-by-side more extreme, opening up possibilities like swapping its wheels and tires for a snow-conquering track system.
We tested a top-trim four-door Xpedition XP5 NorthStar. Pricing starts at $37,294 for the cheaper Ultimate five-seater, but our NorthStar commanded $45,794. Thankfully, the options on our test vehicle were few, but even so the total price ended up an eye-watering $50,274. Yes, that's more than a two-door Jeep Wrangler Rubicon, but the side-by-side has meaningful extras. Ours was packed with Polaris's roof-top tent, mounted on an aluminum Rhino-Rack platform atop the cabin. At approximately 7.5 feet tall, parking the whole shebang in our garage required removing the 146-pound tent, but it's an easy process that requires loosening four nuts—extra hardware might be required should you drop it on your leg.
There's also a handy in-bed Lock & Ride Max locking system that secures a full-size spare and two Maxtrax recovery boards, though it does eat up a significant amount of the 2.5-by-3.9-foot bed. The power windows, a 4500-pound winch with synthetic rope, a JBL audio system, and Ride Command GPS navigation were included.
Keeping the wheels spinning is a mid-mounted 999-cc ProStar parallel-twin engine with 114 horsepower. Every Polaris Xpedition uses a continuously variable transmission that keeps the engine, which can rev as high as 8500 rpm, comfortably in the powerband. Though great for keeping the bugs and dust out, the enclosed cabin traps the high-revving powertrain's migraine-inducing moan. After a few minutes of buzzing at full blast on trails, we found ourselves slowing down just to drop the revs and lessen the assault on our eardrums.
At wide-open throttle, the Xpedition shook our sound meter with 121 decibels of clamor. That's as loud as the 240-hp Can-Am Maverick R we recently tested and 15 decibels louder than the 493-hp Porsche 718 Cayman GT4 RS Manthey that screams to 9000 rpm. Even at 50 mph, the Xpedition buzzes along at 91 decibels. Bring some earplugs.
On dirt, the Xpedition howled to 60 mph in 14.1 seconds, crossed the quarter-mile mark in 19.3 seconds at 63 mph, and reached a drag-limited 68-mph top speed on our dirt test track. Now, before you go pointing out that this gnarly off-roader is 1.3 seconds slower to 60 mph than the 78-hp Mitsubishi Mirage G4 we tested on pavement, know this: The speeds at which you can comfortably traverse dips in the Polaris would send the rubber duckies in your average Jeep Gladiator to the freaking moon.
Thankfully, the Xpedition approaches bumps and deep ditches like dentistry; despite the wicked sound of its drill, you won't feel a thing. The front suspension has 14.0 inches of travel, while the rear will extend an inch farther. Every Xpedition comes with 30-inch Pro Armor Crawler XP tires, but Polaris customers have already experimented with bigger 33-inch BFGoodrich KM2 truck tires (and, with aftermarket control arms, larger 35-inch rubber) to expand the Xpedition's 14.0 inches of ground clearance.
Instead of playing keep-up with how quickly the Polaris's shocks are traveling, the Fox Podium QS3 dampers adjust based on the position of the shock across three zones of travel—beginning, middle, and end. Each damper can be manually adjusted, but unless you're sending the Xpedition over jumps or approaching its 1160-pound payload capacity, there's no need to touch those dials.
The native Ride Command software on the Xpedition's 7.0-inch touchscreen saves you from having to rely on a dying phone battery for GPS, trail data, and other communication. If you're driving in a group, you can see each rider on the screen and send each other messages. All that goodness is baked into the software, and it works great to keep someone from losing the group should they fall behind.
Our off-road camping adventure took us along the Two Hearted River in Michigan's Upper Peninsula, where we couldn't help but enjoy a few local brews at a rustic camping spot we promised a friend we wouldn't mention in specifics. While the roof-top tent fits two people comfortably, it does require extra effort to uncover, unfold, and set up its poles. We're splitting hairs here, but the "just open it" approach of hardtop tents—like the ones we've sampled from Roofnest—has ruined any other type of tent for us.
The Xpedition has a 12.5-gallon fuel tank with a claimed range of 200 miles, but during our time with it across the U.P., we averaged just 9 mpg, which limits total range to about 113 miles. Still, the bigger tank—most Polaris RZRs use a smaller 9.5-gallon unit—means fewer gas station stops on big trips. And once you start driving an Xpedition side-by-side, the muddy toys, big trailers, and tents start to make a lot of sense. We crisscrossed a few hundred miles of ORV trail and county roads between Grand Marais and Pine Stump Junction and would happily do it again.
A little more horsepower would be great, especially if your HQ is at a higher elevation, but the Xpedition is a delight to toss through the woods at any altitude. Depending on personal needs, sure, it might make more sense to snag a Wrangler or Toyota 4Runner at this price point, but that likely isn't the best solution for everyone.
After our adventures, we used a garden hose to clean the Xpedition's plastic interior. We scratched racing stripes down the sides thanks to a row of blue spruce trees. And best of all, had we encountered any mechanical issues, it's a 40-mile tow back to the trailer, instead of 400 miles home. It's a loud little rascal, but even that drawback is charming to some. Side-by-sides can make us feel like our favorite cars, trucks, and SUVS do—it's all about having fun. And in the Polaris Xpedition, having a blast is as easy as going for a ride.
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Soft tops typically range from $800 to $2,000, depending on the brand, style, and size (for instance, a 2-door soft top would be cheaper than a 4-door soft top). Hard tops are rarely under $1,000 unless you're shopping used, and can go up to $3,500. Modular hard tops can be even pricier, with a typical price range of $2,000 to $5,000 if you want one with real glass windows. If you're into repairing things yourself, repairing a soft top is much easier than repairing anything on a hardtop. A broken window can be repaired with a kit, a tear can be repaired with a sewing kit and some dexterity, and so on. And as we've established, should it need replacing, soft tops are much cheaper to replace. If anything goes wrong with the windows on a hardtop, especially if they're glass or on sliders, it can be more expensive to repair and/or replace. Once again, we've come to an "it depends" impasse. I looked at the two different tops like sunroofs. I have a sunroof in my Forester, and I rarely, if ever, have it open. Why don't I open it? Well, mostly because I don't like the wind noise at higher speeds, and I have very fair, Irish skin that burns easily. That means that unless I carry a hair tie, a hat, and sunscreen with me at all times (which I don't), the sunroof stays closed. When I went off-roading in my Subaru or our old 1996 Land Rover, I appreciated being able to close the windows if it got too dusty or windy, as well as the security of the closed roof. Therefore, for me, a hard top makes more sense. However, since my Jeep came with a soft top and converting it to a hard top is incredibly expensive, I'll be saving up for one instead and hoping no one damages my soft top. I also like the idea of a hard top's versatility with rooftop accessories, the improved insulation if I needed to use the A/C or heater, and the comfort of safety from the weather. If you're like my husband, who fully embraces that #dustylife and loves the open-air feeling of being able to remove or fold the top, the soft top would truly set you free, especially off-road. My husband once said he may not drive with the top down all summer, but he'd like the option to, so for Jeep owners like him, a soft top makes sense. A soft top is also the most cost-effective and easiest way to own a Jeep, since you don't need a lift system or a friend to remove it. So, which is best truly depends on how you envision yourself as a Jeep owner. Copyright 2025 The Arena Group, Inc. All Rights Reserved.
