POLARIS RZR PRO XP4
Polaris offers more than a handful of options that can accommodate your whole family on a ride. Its latest four-seat offering is a high-end RZR known as the 2020 Polaris RZR Pro XP4. Available in both two- and four-seat configurations and three versions (Base, Premium and Ultimate), all have the latest 181-horsepower Pro Star turbocharged engine, standard wheel travel and a width of 64 inches. A long-travel “S” option hasn’t been announced as of press time.
WHAT DOES IT COST?
The base Polaris RZR Pro XP4 starts at $25,699. At the other end of the spectrum, the Ultimate sells for $33,000. That model gets electronically adjustable Fox Shox, a Rockford Fosgate sound system, and Polaris’ Ride Command Navigation. The Premium model we tested has a price tag of $27,999 and includes added features, such as a roof and fold-down rear seats that turn one side or both back seats into a huge cargo area. Finally, Polaris’ version of six-point seat harnesses are provided for all four passengers. The back seat area looks like it could accommodate a center seat rather easily.
The Polaris RZR Pro XP4 sits between the standard XP Turbo and the RZR Turbo S. It has an improved chassis and beefier suspension and drivetrain components like the Turbo S, but it’s not as tall and doesn’t have as much travel. It does have eight-ply, 30-inch-tall Maxxis Carnivore tires on all four corners mounted on non-beadlock aluminum wheels.
The Polaris RZR Pro XP4 cockpit is totally new as well. The seats have a more laid-back feel very reminiscent of a Can-Am X3 or Yamaha’s YXZ. Also, like the Yamaha, it has full doors, except they are not totally enclosed at the front portion of the forward doors. We are not sure why. They may add a little ventilation, and the fenders do keep water from splashing in.
In addition to the rear seats that fold down, there are storage pockets and shelves throughout the dash area. Furthermore, a huge panel is available for switch placement, and Polaris claims the charging system puts out 900 watts, so accessories should not tax the system. Out back, the deep cargo tray can be removed with four T40 screws to access the engine for easy service. Our favorite new feature is the 13-gallon fuel tank that extends our riding days. The passenger gets a new grab handle as well. The rear passengers get their own 12-volt power supply, cup holders and a cargo pocket in the back. Finally, new for any UTV is a tilting and telescoping steering wheel.
HOW ABOUT THE ENGINE?
The layout is identical to that of the older ProStar mills; however, the cylinder head has a bleed system to export any trapped air that may cause over-heating. The clutching and fuel-injection systems have been optimized to gain that 181 horsepower from the 925cc twin. Additionally, the transmission bearings have been upgraded, along with the axles and drive shafts.
HOW’S THE POWER?
It’s strong; however, the power is not as explosive or wild as the standard XP Turbo. The new bigger tires hook up much better than the old Big Horns, and they weigh more. Speaking of weight, the Pro XP weighs 2026 pounds, which is 300 pounds more than an XP. So, the car doesn’t feel any faster.
That being said, however, it’s still fast. You can rip the dunes or rocket down trails at blindingly fast speeds. The RZR tops out at just over 80 mph. According to Polaris, you can hold it wide open longer thanks to new cooling measures taken within the construction of the CVT belt cover. The belt changing procedure is the same as on all previous turbo models.
HOW ABOUT THE SUSPENSION?
Up front, thick dual A-arms move 17 inches, with a 2-inch Walker Evans shock controlling the damping via 16 clickers. Out back, trailing arms are controlled by 2.5-inch Walker Evans shocks moving 20 inches. High-clearance lower radius rods are standard as well.
Riding the trails with the clickers turned out, the RZR Pro XP is a Cadillac. It offers a plush ride in rocks, over ditches and through whoops. It’s actually one of the most comfortable four-seaters we’ve driven. Our back seat passengers felt the same.
On higher speed trails, we felt the same as we did driving the two seater. The rear sits a little too low and drags dirt in certain situations. We were able to get an extra inch of ride height by adding preload to the rear springs. But after doing that, we quickly felt the front shocks were heating up and finding their limits. The front end needs a bigger shock if driven aggressively.
HOW DOES IT HANDLE?
Really well. It doesn’t push in the corners like some four-seaters do. It’s not the nimblest car, but you can get into tight places fairly easy. The lower seat bases and reclined seat backs get you lower in the car, and the full doors add to that comfort. Vision out front is better than in most UTVs. The feeling is somewhere between being in a fighter jet and a bobsled. Under braking, there is a little diving, but it brakes great thanks to the better-gripping tires.
You can flick the long car around corners with total control, then aim the front tire to straighten up quickly. The new steering wheel feels a bit smaller than the old one, thus a little heavier, but the ergonomics of the car feel better.
WHAT IS OUR FINAL ANSWER?
We like the RZR four-seaters. From the RZR 900 or standard XP 1000 4 to the Turbo S and this monster, they are a blast to own and drive. If you want the latest in Polaris technology and don’t need a wide 72-inch model, you will love the Pro XP. For anything other than wide-open deserts, this car will outperform its competition all while giving the occupants some creature comforts that the older RZRs are lacking. If you need that long-travel suspension, the aftermarket is already on your side and has you covered; however, we bet Polaris will have that, too, in no time.
2020 POLARIS RZR PRO XP 4
Engine type Liquid-cooled, twin cylinder, DOHC,
turbocharged, 4 stroke
Lubrication system Wet sump
Additional cooling Auto fan
Starting procedure Turn ignition switch w/shifter in park
Type Paper pleat
Access Behind driver and firewall
Transmission Automatic CVT
Reverse procedure Brake on, move range selector “R”
Drive system Selectable 2WD/4WD w/ EPS
Final drives Shafts
Fuel capacity 13 gal.
Turning Radius 21.7”
Overall length/width/height 155”/64”/73.6”
Ground clearance 14.5”
Claimed dry weight 2026 lb.
Bed weight limit 299 lb.
Bed Box Dimensions 26×17.7×11.5”
Towing limit N/A
Frame 2” steel round tube
Front Dual A-arm w/prel./comp.-adj. shocks/ 17”
Rear IRS 3-link trailing arms w/prel./comp -adj.
Front Hydraulic discs/left-side pedal
Rear Hydraulic discs/left-side pedal
Parking Lever on console
Front 30×10-14, 8-Ply Maxxis Carnivore
Rear 30×10-14, 8-Ply Maxxis Carnivore
DC outlet Console
Front LED headlights
Rear LED brake/tail lights
Instrumentation Analog speed/odo/trip/hour/rpm/fuel/
Colors Black, Red, White
Minimum recommended operator age 16
Suggested retail price $25,699 (Base), $27,999
(Premium), $32,999 (Ultimate)
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