FIRST TEST: 2017 POLARIS RZR XP TURBO EPS

The turbocharged UTV wars are heating up with the new Can-Am Maverick X3s making 154 horsepower, so Polaris answers by increasing boost on the RZR XP Turbo EPS to get an output of 168 horsepower and 114 foot-pounds of torque. There are a whole slew of cooling, CVT, driveline, steering and suspension upgrades to deal with the industry-leading power, at least for the moment. We hear Arctic Cat will use the Yamaha SR Viper Turbo snowmobile engine in a Wildcat, but until we see the final product, Polaris is the production-turbo horsepower king. We got to spend a weekend with a pre-production Cruiser Black RZR XP Turbo at Camp RZR Glamis. Let’s press the gas pedal!

 

WHAT’S NEW FOR 2017?

Polaris pumped up output from the turbocharged 925cc ProStar twin to 168 horsepower, and it gets an upgraded head gasket to deal with the extra boost. Torque jumps to 114 foot-pounds at 8000 rpm, and it makes 95 percent of peak from 5000 rpm on up. Cooling is upgraded with a 20-percent-larger radiator that actually called for a frame change to accept the wider radiator. Also, the intercooler radiator is shorter and wider to get more cool air to the engine radiator, and the front grill is 40 percent larger. A new variable-speed, brushless fan has more power to pull cool air through the new radiator. New larger, dual-sided intakes in the bed rails work with a new clutch cover to draw more cooling air into the new CVT to cool the high-output, larger belt. CVT changes include new weights, springs, helixes and stainless steel shafts to prevent galling and sticking of the clutch.

Also, rear-axle half-shafts and an upgraded high-performance On-Demand AWD front diff are stronger to transfer all that extra power to the ground. Since the Turbo has more dune-leaping power, new rear radius rods are now tubular and larger diameter for strength and lightness. Steering is upgraded with new 1.5-turn rack and EPS tuning, so it takes 1.5 turns of the tilt wheel to go lock-to-lock. On the dash, a new ignition switch has a four-position key for running accessories—there are four blanks for accessory controls on the dash, and the digital instrument pod is all new.

Turbos also get upgraded Fox 2.5 front piggyback and 3.0 rear remote-reservoir IBP shocks; the Internal ByPass shocks have five compression zones with re-tuned ports for a smooth ride on chop and bottoming resistance as the piston reaches the end of the compression stroke. There is also a top-out control at the end of the rebound stroke, and the Fox shocks have 24-position compression-damping adjuster knobs but still no cross-over rings for the dual-rate springs. And last, the rear torsion bar was re-tuned, and the front brake rotors are now stainless steel.

 

HOW DOES COST COMPARE?

The 2017 RZR XP Turbo EPS  is $24,999. The standard XP1K EPS has been discounted to $19,499, while the High Lifter Edition is $23,499. Can-Am’s 2017 Maverick 1000R Turbo is $20,499, and Maverick X3 Turbo Rs are $20,999–$26,899. Arctic Cat’s Wildcat 1000X RG Pro EPS is $18,499, and the 1000X RG Pro LTD is $19,499.

 

HOW FAST IS THE TURBO PROSTAR 925?

Extremely fast. The new XP Turbo rips up Oldsmobile Hill without airing down the Bighorn 2.0s, and it’s a blast to rail big bowls. It’s much stronger in the lower revs, where the new Maverick X3s are superior to the 2016 XP Turbo. The new XP Turbo pulls extremely hard from turn to turn, but it’s still governed on top to 80 mph. Power is impressive, to say the least.

 

WHAT ABOUT THE CVT/AWD DELIVERY?

It’s mated well to the engine. The new CVT clutch engages and spools up quickly, and the close-ratio On-Demand AWD front diff pulls hard out of turns while free-wheeling into corners to prevent the dreaded 4×4 push. Polaris has three AWD front diffs—non-EPS with 20-percent slip, EPS with 7-percent slip, and XP Turbo/ XP 1000 LE with 1-percent slip. Also, the range selector feels slicker for 2017.

 

HOW AGILE IS THE TURBO’S HANDLING?

Very agile. Dual torsion bars fight body roll in corners, and the new steering ratio lets you go from straight to full lock in 3/4 turn,  so you don’t have to move your hands during normal turning. The 90-inch wheelbase gives the RZR quicker turning than the new Maverick X3 Turbos, which also have the 1.5 steering setup, but wheelbase is 102 inches. Wildcat wheelbase is 95 inches, so the Polaris turns quicker and tighter. Straight-line stability is good but not X3 good.

 

HOW ABOUT THE HIGH-END IBP SUSPENSION?

Next to the power increase, it’s the XP Turbo’s strongest point. The re-tuned Fox IBP shocks offer a smooth ride on dune chop and trail garbage, yet firm up to prevent bottoming on big hits. With 16 inches of front travel and 18 inches of rear travel, the XP Turbo rips sand whoops well. Our unit came with front and rear compression clickers set at 12 out, which is the midpoint of adjustment. We went to 5 out front and 8 out rear for fast guys like Jason Luburgh (two-time Terracross UTV champ) and UTV Action contributor Nick Nelson. This made the XP much better in whoops, although the rear still wanders a bit at speed and on G-out dune transitions and jumps.

 

HOW STRONG ARE THE BRAKES?

Super strong. With three-piston front hydraulic calipers squeezing new stainless steel rotors and dual-piston rear calipers pinching 248mm rotors, the XP Turbo stops on a grain of sand. It also has stainless steel brake lines but no EBS or parking brake, only Park mode in the transmission.

 

WHERE IS THE XP TURBO HAPPIEST?

At speed, any speed. It’s a riot in big sand dunes, yet will rock crawl like a lizard. We had a ball at Glamis and can’t wait for a long-term production XP Turbo for Moab and Sand Hollow rock-crawling jamborees. We’re sure it’ll pull the Sand Tire Unlimited 31-inch Tribute front and Blackbird rear paddle tires (see the Shock Therapy XP 4 Turbo build in this issue).

WHAT ABOUT TRAIL COMFORT?

Mostly excellent. The not-so-new cabin with more elbowroom and quarter doors is nice, and we like the new instrument panel. The seats and seating position are also comfortable, as is the padded steering wheel with 10 inches of tilt adjustment. The adjustable top mount for the shoulder/lap belt is nice, but we’d like to see the RZR XP 1000 Rock Crawler LE’s Click 6 harnesses on the Turbo. Also, the Yamaha YXZ1000R and Maverick X3 X rs come stock with a hard roof. On the other hand, the adjustable passenger T-bar is better than the X3’s hand-holds, and so are the RZR doors and latches.

WHAT’S OUR FINAL ANSWER?

Polaris did a great job on the second-generation RZR XP Turbo. It’s powerful yet drivable, and the CVT and driveline upgrades put the extra power to the ground. The re-tuned Fox IBP shocks and dual torsion bars upgrade ride quality and handling to go with the power increase, and the brakes get you out of trouble quickly. The XP Turbo package is much improved with increased cooling and a stronger CVT and belt, and the new steering box and EPS map also add to the fun. We’re working on getting a Maverick X3 X ds for a factory turbo shootout, as our seat dyno says it’ll be a close battle.

2017 POLARIS RZR XP TURBO EPS

ENGINE/TRANSMISSION

Engine type Liquid-cooled, 8-valve, DOHC 4-stroke twin

Displacement 925cc

Bore x stroke 93mm x 68mm (x2)

Compression ratio 9.0:1

Lubrication system Wet sump

Additional cooling Auto fan

Induction Turbocharged, 48mm EFI (x2)

Starting/back-up Electric/none

Starting procedure Turn ignition switch

Air filter:

  Type Paper pleat

  Access Tool-less, undo 5 clasps

Transmission Dual-range CVT w/ reverse

Reverse procedure Move range selector to “R”

Drive system Selectable 2WD/4WD w/ auto diff-lock

Final drives Shafts

DIMENSIONS/CAPACITIES/WEIGHTS

Fuel capacity 9.5 gal.

Wheelbase 90.0”

Overall length/width/height 119”/64”/73.75”

Ground clearance 13.5”

Claimed dry weight 1,495 lb.

Bed weight limit 300 lb.

Hitch No

Towing limit N/A

ROLLING CHASSIS

Frame Steel round tube

Suspension/wheel travel:

  Front Dual A-arm w/ prel./comp.-adj.

Fox IBP shocks/16”

  Rear IRS trailing arms w/ prel./comp.-adj.

Fox IBP shocks/18”

Brakes/actuation:

  Front Hydraulic discs/left-side pedal

  Rear Hydraulic discs/left-side pedal

Parking Lever on console

Tires:

  Front AT 29×9-14 Maxxis Bighorn

  Rear AT 29×11-14 Maxxis Bighorn

ELECTRICAL

DC outlet Console

Lighting:

  Front 2 LED hi/lo headlights

  Rear Dual LED brake/tail lights

DETAILS

Instrumentation Speed/odo/trip/hour/rpm/fuel/gear/

clock/2WD-4WD

Colors Graphite Crystal, Spectra Orange, Velocity Blue

Minimum recommended operator age 16

Suggested retail price $24,999

Contact Polaris, (800) POLARIS