Perfect mix of Turbo S and Pro R


Back when Polaris announced they were not bringing back the Turbo S or Turbo S 4, we questioned the decision and also wondered what was coming instead. We all knew the four-cylinder Pro R was about to be announced, but there were still many who loved the long-travel, Turbo S platform for racing, duning or play riding out here on the West Coast.

To the surprise of many, the Turbo S replacement Turbo R was announced right alongside of the Pro R. Polaris is basically installing all top-of-the-line, high-horsepower engines in the new Pro chassis and bodywork. So, the 2022 Polaris Turbo R sits right between the Pro XP model and the Pro R. There are no more turbo models with the older body style. The Turbo has the Pro R suspension but is powered by the turbocharged Pro XP engine; however, with all the hype surrounding the RZR Pro R, we think that the Turbo was over-shadowed, so we wanted take a closer look at it and go for a test drive.

It’s easy to pick out the new Turbo R from the Pro XP or Pro R. The Turbo R has the front shocks mounting to the lower A-arm and no hood scoop. There is 22.25 inches of wheel travel up front.



Polaris offers three versions of the Turbo R 4 with different shocks and cockpit features, such as audio and Ride Command. For $29,999, you can get the Sport model. It lacks a roof, has 2.5-inch shocks and does not have Ride Command or an audio package.

It is black and grey. For $33,999, you can buy the Premium addition. This will get you the roof, Ride Command and a Rockford Fosgate audio. The shocks are still 2.5 inches and have to be adjusted manually. This one is blue and grey.

At the top of the line, you will find the Ultimate version for $36,999. You are paying extra for 3-inch internal bypass Fox shocks. These have four modes of adjustability that you can change on the fly, inside the cockpit, with a push of a button. The Ride Command system and Rockford Fosgate audio are standard.

Don’t have a family or do not want to haul others around with you? You will save $4000 by choosing a two-seat Turbo R instead of the R4. All units are available now, but some are in short supply, primarily the Ride Command models.

The latest Polaris ProStar turbo motor is found in the Turbo R. Like all of Polaris’ Turbo RZRs, it has 925cc, 181 horsepower and the latest features, such as a self-bleed head and a 900-watt charging system.



In creating this “R” chassis, Polaris beefed up the frame from end to end. It now has 2-inch tubing running the length of the car. The old Pro XP platform steps down to a smaller tubing size in the engine compartment. This vehicle has the same size tubing making up the rear frame of the Turbo R and Pro R with its 200-pound heavier engine. So, in simple terms, this chassis is overbuilt in a very good way. Hanging off that frame, you will find new, wide A-arms and trailing arms, bringing the car’s stance out to 74 inches. Keep that number in mind if you have a 6-foot-wide trailer and don’t want to use anything else. These new wider cars will fit but just barely. They are actually only 74 inches wide and has a full shock bump. This car is over 2400 pounds full of gas, so you can’t haul it on a standard single-axle trailer anymore.

The 2022 POLARIS RZR TURBO R 4 ULTIMATE has huge axles, three-piece sway bars and 3-inch shock canisters. For shock adjustment, you can choose between four different settings. Within those settings, the computer will make additional adjustments depending on steering wheel position, speed and more.


As with the Pro XP, in this car you can change the shock settings by pushing the button up or down on the steering wheel and set it to one of four modes: Comfort, Track, Rock or Baja. There’s also a third button that will send all four shocks into full firm mode in the event you are approaching a big obstacle, ditch, G-out or jump and you need maximum compression damping.

This car also gets a new electronic power steering system, sway bars, spindles, hubs and bigger four-piston brakes. A more noticeable new feature is the five-lug, 15-inch wheel and brand-new, 32-inch Maxxis Rampage Fury tires.

You can get the Turbo R in a two-seat or four-seat version. We like the wheelbase of the four-seater better for rougher desert trails, and it still can climb the tallest dunes. Bucket seats and six-point harnesses are standard equipment for all occupants.



Polaris calls the new A-arms “boxed.” We think they are more of an airfoil shape, like you see on Indy or Formula 1 cars but much larger. At the back end, beefy tubular trailing arms have an added toe link. This keeps tabs on rear tire toe change throughout its stroke. All of the components out back look to be stronger than on previous models. Suspension travel is just a tick over 22 inches at both ends. So, the 2 inches of extra wheel travel, taller tire and bigger shock are huge improvements over the Pro XP chassis. If you want to compare it to the old Turbo S, you are also getting an 8-inch-longer wheelbase, so, really, there is no comparison. This suspension system is by far the most advanced system put on a production UTV. Not only can you adjust it on the fly, it reads steering angle, brake and throttle inputs constantly to make more adjustments as the car rolls along. The new Dual Valve system changes compression and rebound at the same time.

New for the Turbo R and Pro R are the rock deflectors in front of the tire. These are in that position to keep rocks that fly off the front tire from entering the back wheel and getting wedged against the caliper. Wheel travel in the back is 24.5 inches.



In a word, it’s stable. When you drive the car, you feel like you are in the older Pro XP, except the car has less body roll. Whether you are sliding the car or side-hilling, you can drive with more confidence. It’s hard to tell whether to credit the extra width of the car or the intuitive Dual Valve shocks. Either way, it worked great. We played around with all the shock settings on a 100-mile ride through all types of terrain. We liked the extra ground clearance of the rock setting when we needed it. The car doesn’t get taller; it just doesn’t settle and sit lower. Comfort mode was by far our favorite. We leave it in that setting most of the time and, if needed, we push the red Firm button on the steering wheel to get over the occasional large obstacle. The button is one of our favorite features. Overall, the car does not feel too big. It’s still flickable and nimble in tight terrain.

Over 16 inches of ground clearance is found under the entire length of the car, so clearing stray trail obstacles is easier than in any other UTV; however, we did notice people struggling to climb in and out of the machine from time to time. The height you have to lift your foot to get in and out of the car is 3 inches higher than on the Pro XP. More stability is found at high speed as well. Going down a smooth dirt road at top speed while skipping over whoops, the car is planted, feels predictable and goes where you point it.

After our initial test, we are now going to take the 2022 POLARIS RZR TURBO R 4 ULTIMATE  on some long-range trips. We will take advantage of the 13-gallon fuel tank with over 100 miles of range and the fold-down rear seats to bring along cargo for overnight adventures.



This RZR uses the 181-horsepower, twin-cylinder, turbocharged ProStar engine. Yes, it is fast; however, with the added weight and leverage of the wider suspension, it’s not as quick as the 64-inch-wide Pro XP. It still gets up and goes quicker than most humans need to travel off-road. It raises the hairs on your arms and pushes you back into the seat. It can carve steep sand hills and rail the deep bowls. On hard-packed dirt, it’s even better. For normal riding conditions, it’s hard to imagine needing to get up to speed any faster. We were able to reach a top speed of 88 mph on a smooth, graded dirt road.

Polaris has come a long way in their fit, finish and interior appointments. The cockpit has as much legroom as any other vehicle and a tilt or telescoping steering wheel every driver will appreciate.



After selling millions of RZRs over the past 15 years and lots of aftermarket parts, Polaris knows exactly what people want in a stock machine and what they want to add later. So, this RZR has a bunch of factory-installed creature comforts and is ready to accept more. Like other Pro XPs, this RZR has a roll cage that you can string wire for lighting and sound through. There are power supplies under the hood. There are 10 cutouts ready for switches, a USB port to charge your phone, and a 12-volt port to slow charge the car’s own battery. Those features are all within reach of the driver, as is the tilting and telescoping steering wheel. All passengers get six-point harnesses and comfy bucket seats. In the rear passenger compartment, you can remove the seat backs in seconds and flip the cushions down to reveal a huge cargo area big enough for a large cooler, camping supplies or even a couple dogs. About the only thing this RZR doesn’t have is heat and AC, and we hear that’s coming.

More new components are found behind the five lug wheels. Here a unitized hub bolts to the spindle like on a street car.



If you’ve driven or owned a Turbo S4 and liked it, then you’ll like this one. This is a perfect upgraded replacement for that machine. It has a roomier cockpit, more suspension travel and a slightly improved engine and clutch system. It has a larger gas tank and doesn’t seem to use more gas. We did a 100-mile run and still had 20 percent in the tank. The car does take up more room on a trailer or in the garage and is slightly harder to get in and out of; however, in our case, we dove in to try it out, and we didn’t want to get out anyway. It’s that good.





Cooling Liquid

Cylinders 2

Displacement 925cc

Horsepower 181

Drive system type 2WD/4WD

Engine braking system (EBS) Not Equipped

Engine type 4-stroke DOHC inline twin cylinder

with turbo

Fuel system/battery Electronic fuel injection

Transmission/final drive Automatic PVT P/R/N/L/H

Overall vehicle size (L/W/H) 157”/74”/77”

Bed box dimensions (L/W/H) 29.5”/23.8”/8.1”

Box capacity 300 lb.

Estimated dry weight 2,286 lb.

Fuel capacity 13 gal. (46.56 L)

Ground clearance 16”

Hitch towing rating N/A

Payload capacity 1160 lb.

Wheelbase 125”

Ground clearance 16”

Front/rear brakes 4-wheel hydraulic disc

with triple-bore front and dual-bore rear

calipers; aluminum top hat rotor

Parking brake Park in transmission


Cargo system Lock & Ride factory-equipped

cargo liner

Doors Front & rear full doors

Electronic power steering Race-inspired steering

wheel with tilt adjustment

Hitch Type Not equipped

Instrumentation Dual-sweep analog dials w/

4” LCD rider information center: user selectable

blue/red backlighting & brightness, programmable

service intervals, speedometer, tachometer,

odometer, tripmeter, clock, hour meter, gear

indicator, fuel gauge, coolant temperature,

voltmeter, service indicator and codes, seat belt

reminder light, gear indicator

Lighting Signature white LED, low/high & red

LED tail/brake lights

Other standard features Polaris pulse system,

in-dash vehicle charge port, 1 front DC

accessory ports, 1 DC rear accessory port, Polaris

P.A.S.S., colored toe link, mud and rock guards

Seat type Bolstered bucket seats with 4-way

adjustability (including 6” front to back tool-less

seat slider with tilt adjustability) and sub-zero

4-point harnesses, rear stadium-style seating with

sub-zero 4-point harnesses


  Front tires 32×10-15 Maxxis Rampage Fury;

8-ply rated; wheel size 15×7

  Rear tires 32×10-15 Maxxis Rampage Fury;

8-ply rated; wheel size 15×7

Wheels Painted cast aluminum rim with

5-lug pattern


  Front shocks Fox 3” Dynamix DV

  Front suspension Dual A-arm with  22.25”  travel

  Rear shocks Fox 3” Dynamix DV

  Rear suspension Trailing arm with toe link with

24.5” wheel travel

Colors Gray/lime, black/red/gray

Price Starting at $36,999

See the 2023 Polaris UTVs here: 2023 POLARIS UTVS ARE HERE! – UTV Action Magazine

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