Polaris answers the Can-Am X3 Turbo RR line with the 2020 RZR Pro XP, which makes 181 horsepower and has a new head with a bleed system to export trapped air and avoid overheating. The Pro XP has a next-generation one-piece frame that surpasses the X3, a 96-inch wheelbase combined with much quicker steering, lower center of gravity and seat height, a wider cockpit with more adjustable and laid-back seats, an improved drivetrain, new trailing arms and radius rods, and all-new bodywork. Like a Wildcat XX, the bed removes with four fasteners to access the entire engine and transmission. Pro XPs have 20 inches of front and 22 inches of rear travel from full droop to bottoming, but they’re only 64 inches wide, while the Maverick X3 X rs Turbo Rs and RRs are 72 inches. We jumped at the chance to test HCR Racing’s 72-inch RZR Pro XP.


Base and Premium Pro XPs are fitted with Fox 2.0 Podium front and 2.5 Podium rear shocks with 16-position compression adjusters, and they don’t have cross-over rings for true dual-rate spring performance or adjustability. To date, the only aftermarket company to develop a long-travel kit to help the Pro XP and XP 4 compete with the Can-Am X3 72-inch UTVs with high-end Fox Podium RC2 IBP shocks (2.5 front and 3.0 rear) is HCR Racing. HCR offers its Elite long-travel kit for duning for $4,999.99 and the Dual-Sport LTS kit for racers for $4,499.99 (plus shipping or installation). HCR also has OEM-replacement boxed A-arms ($1,499.99) and honeycomb trailing arms ($1,499.95) for added strength and style but with stock width and travel.

We got a chance to drive the HCR Racing Pro XP Premium with the Dual-Sport LTS kit at Glamis Dunes.

Boxed, gull-wing HCR arms have internal ribbing with Tig welds for much more strength, and this build has 32-inch Sandsports SxS paddle tires on Metal FX Assassin bead-lock wheels. Rear tires are $409.95 each, while rear Assassins are $709 each.
Longer radius rods are included with the HCR LTS kits, but the shock spring upgrade is not. Longer top springs and different spring rates deliver more usable travel and a more plush ride.


All HCR Racing suspension components have boxed construction with internal catacomb fins for added strength, along with proprietary chromoly-steel materials and hand Tig welding. They also have CNC’d 4130 heat-treated mounting points designed to use stock ball joints with CAD-CAM engineering for low-speed steering and optimal shock angles during travel. Elite Components have an exterior honeycomb design with lightening holes for better aesthetics and less weight. Dual-Sport components have solid exteriors for added strength at the cost of more weight, but they cost less due to less machining.

HCR Racing turns the new Polaris RZR Pro XP and XP 4 into a 72-inch UTV with its Dual-Sport and Elite long-travel suspension kits. Rail dune turns much harder without bicycling or worrying about bending A-arms in big G-outs.

Both 72-inch kits for the line of RZR Pro XPs include four A-arms, two trailing arms, four straight radius rods and hardware (longer brake lines and such). HCR sells longer RCV Pro 2 axles ($725 each), or go with Turbo S axles and hub plates with either an LTS kit. Also, these LTS kits require a dual-rate spring upgrade to make the most out of the added width and travel. HCR offers an eight-spring kit without cross-overs for $800. Both Pro XP LTS kits add 4 inches of width per side for a 72-inch track width and add an inch of wheel travel front and rear. The gull-wing A-arms add 1.25 of ground clearance, while the HCR trailing arms add 3.0 inches of ground clearance. Many HCR kits stretch wheelbase, but not this Pro XP kit.

Boxed LTS trailing arms add 3 inches of clearance and 4 inches of rear-track width, and HCR’s mud flaps are an extra $249.95 and add roost protection to the rear axles, brakes, hubs, and wheels.


We ripped over to Comp Hill to shoot photos and test, and the ride quality of the Dual-Sport LTS kit with the shock-spring upgrade was awesome on Sand Highway. The HCR Pro smoothed out the large sand whoops and floated at speed, and we especially appreciated the Pro’s longer wheelbase than XP Turbos and even the S. The HCR Pro stayed a lot flatter and didn’t dance around at speed like the stock Pro XP. It also flew well and soaked up big-air landings with no drama. The longer shock springs added droop and usable travel, so we got bigger air than normal. We bottomed it a few times on landing, so the added ground clearance of the HCR arms was a bonus.

The HCR Dual-Sport LTS Pro XP has 1.25 inches of added front ground clearance and 3.0 inches in back with much more strength for rock crawling. HCR Edition Sector Seven mirrors with clamps are $799.99 a pair, and HCR also sells Assault +4-inch barrel tie-rods for $325 a pair.

Better yet, the wider stance let us attack turns harder without getting up on the bike. With wheelbase and geometry staying the same, the HCR Pro XP turned in with great feedback, carved tight arcs and was predictable powering out. The crisp handling of the Pro XP’s longer wheelbase and quicker steering wasn’t decreased by the dual-sport kit, and the wider stance let us hit the berm corners harder with more confidence. With the stronger Pro XP frame, tubular stock A-arms become the weak link in hard-core dune cornering and G-outs, but not so with the boxed HCR arms.

Why wait for the 2021 RZR Pro XP Turbo S? 


HCR Racing

630 N. 800 W.

Cedar City, UT 84721

(888) 928-7223

(435) 928-7223


[email protected]

See what’s new on the 2021 Polaris RZR Pro XP here: https://utvactionmag.com/2021-polaris-rzr-pro-xp-sport-premium-ultimate/

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