The barrel of a direct-flow muffler peeks out from under the plastic of the rear trunk.
Four-wheelers are not very spoiled by the attention of tuning companies. It was all the more interesting to test the modified Polaris Ranger RZR-800. Let us remind you that this is the most compact and lightest ATV of the “side by side” type (that is, the driver and passenger sit shoulder to shoulder, and not behind each other), which gained very high popularity in the year after its debut. And, by the way, he became a laureate of the “Golden Klaxon 2007” award. How did the new sports suspension and chip tuning, and even more so the turbine, which added three dozen “horses” to the engine, change its habits?
The tuning company “Dragon Fire Racing” (USA) offers this ENTIRE sports set specifically for the “Polaris Ranger RZR-800”. However, chip tuning is also possible on other Polaris with an 800 cc engine. cm, so at first it was assumed that only the turbocharged Razer would participate in the test drive. But, as they say, there would be no happiness... The Americans made a mistake and, along with the turbine, mistakenly sent to the Moscow motorcycle dealership not the “power-commander” kit that should come with it, but a microcircuit of the same chip-tuning that gives an increase of 15 liters .With. to the power of a conventional 64-horsepower engine.
“Let’s do this,” the mechanics suggested. – We’ll remove the turbine (the poor guys have already installed it. – V.K.), leave a direct-flow exhaust from the same company “Dragon Fire Racing” and carry out chiptuning. And in a week the “brains” for the turbine will arrive from the States, then you’ll try it out. Agree?
Instead of one tuning option, test two? I wouldn't agree!
“Ranger 800 EFI 4×4 XP” received a closed cab
This year, the Polaris Ranger 800 EFI 4×4 XP all-terrain vehicle has been transformed both externally and technically. New chassis, new (for this model) engine, new transmission... And a closed cabin, which did not exist before. Moreover, it is offered in a choice of plastic and metal versions.
ACTUALLY - a full-fledged cabin with a windshield and two doors. The glass windows are made movable for better ventilation. Solid. The old Ranger had only safety bars between the riders' heads and the sky. Of course, the cabin of the new “Ranger” also has roll bars, of a new design and (if you are interested in such details) with an international safety certificate.
I adjust the steering angle to suit myself. A pleasant surprise: if you press the lever, the steering wheel can be tilted up for ease of entry. An indispensable option for those who do not consider excess weight their enemy.
The rest is a regular ATV. The instrument panel, like its predecessor, remains quite simple. But the volume of the glove compartment has increased and two new cup holders have appeared. It turns out that the main markets for Polaris are the USA and Canada - there, without a couple of bottles of coca, no one will even think about moving.
As for the exterior and interior, the creators of the four-wheeler were clearly more concerned about the practical side of the matter than the aesthetic one. Maximum functionality with a minimum cost of beauty - for true all-terrain vehicles, such nonsense does not matter. But what matters is comfort and space in the cabin. I sit down on a comfortable, living-room-like, flat sofa with headrests (under its folding seats, by the way, there is a voluminous luggage compartment). I'm wearing a helmet, but there is a decent amount of space between it and the safety bars. And there is more than enough space in width. This four-wheeler is a “side by side” type, that is, the driver and passenger sit side by side, shoulder to shoulder. So, on the sofa of the new “Ranger”, if necessary, you can accommodate a third rider. Although the comfort, of course, will not be the same...
2013 Polaris Ranger 800 EFI Mid-Size Review
Excellent compact utilitarian all-terrain vehicle
When Polaris introduced its new Ranger XP 900, it immediately became one of the biggest and baddest utility vehicles available. This is a versatile and highly desirable machine, but unfortunately it doesn't come cheap.
If the Ranger XP 900 is out of your price range, don't despair. In announcing the XP 900, Polaris also showed off a new mid-size ATV that might be just the thing for you. While smaller than its big brother, the new Ranger 800 EFI Mid-Size is a capable work machine with excellent power-to-weight ratio. The model is cheaper, so more drivers can purchase it.
New for 2013 is the Polaris Ranger 800 EFI Mid-Size.
Technical details
The Ranger 800 EFI Mid-Size chassis is very similar to that of the Ranger 400 and 500. The wheelbase is 72 inches, like other models in this weight class, but the vehicle itself is an inch and a half wider at 58 inches.
Like other Ranger models, the Ranger 800 has 8 inches of front suspension travel, 9 inches of rear suspension travel, and 10 inches of ground clearance. Front suspension type - MacPherson. The independent rear suspension consists of double wishbones, shock absorbers and an anti-roll bar.
The independent rear suspension on the 800 Mid-Size provides 9 inches of vertical travel and 10 inches of ground clearance.
The Ranger 400 weighs 476 kilograms and its engine produces 29 horsepower. The Ranger 800 weighs 492 kilograms, which is not much more, and its 760 cc 2-cylinder engine produces as much as 50 horsepower! For comparison: the engine power of the Ranger XP 900 is 62 horsepower, and the vehicle weighs 616.8 kilograms.
The transmission has high, low, neutral gears, as well as reverse and parking mode. Polaris has equipped the Ranger 800 Mid-Size with a proven drive system with a choice of two-wheel drive or all-wheel drive. In the second case, the system engages the front wheels only if the rear wheels begin to slip.
But unfortunately, engine braking and Active Descent Control are missing from the 800 Mid-Size. Hydraulic disc brakes on all four wheels provide excellent braking, and 25-inch tires on steel wheels provide ground contact.
The interior of the cabin is very “utilitarian”.
Inside, the Ranger's bench seat feels more like a utilitarian model. The gear shift lever also looks utilitarian, which is acceptable for such a model. The adjustable steering angle is definitely a nice touch, and the combined analog/digital instrument panel is very easy to read.
And a few words about the performance characteristics of the machine: the load capacity of the Lock & Ride cargo platform is 453.5 kilograms, and the maximum towing weight is 567 kilograms.
Driving impressions
Thanks to its light weight and powerful engine, the Ranger 800 Mid-Size seems even more agile than its big brother, the XP 900. On the road, the car behaves calmly and confidently, and there is enough power to conquer hills and steer out of sharp turns. At low speeds, the transmission remains easy to control and responsive, which is good for work, hunting and driving in unfamiliar areas.
Powerful engine + small chassis = fast car.
The lack of engine braking is not a big drawback, as the brakes do their job well - bringing all four wheels to a complete stop on slippery mud is not difficult. Driving on washed-out surfaces is easy: leave it on two-wheel drive if you want to slide around corners, or switch to four-wheel drive for more confidence and speed when cornering or climbing hills.
The Ranger 800 handles confidently and the car is stable. There is some body roll when cornering sharply, but there's nothing alarming about it. At medium speeds and hills, the all-terrain vehicle stays firmly on the ground. The steering is precise, only occasionally the all-terrain vehicle does not obey the steering wheel well. The Ranger requires a little more steering to make certain turns than competing models, but the steering and feel are generally positive even without electric power steering (a $1,000 option on the XP 900).
The 800 Mid-Size's off-road performance is still slightly worse than the Ranger XP 900, but the suspension is smooth and the ride is solid.
The suspension is very soft on both sides, except that the front is a little stiffer. On gravel roads and forest trails, the Ranger's suspension ride is smooth and predictable. In general, the suspension does its job, but on the Ranger XP 900 it is still softer.
Light weight, a decent supply of horsepower and a soft suspension - all this will allow you to get a lot of pleasure from driving the Ranger 800, even more than you expect from a utilitarian work machine. But don't get too carried away, this is still a Ranger, not an RZR.
Compared to the Ranger XP 900, the interior of the 800 Mid-Size is simple and slightly less comfortable. The seat isn't as soft either, and there's a little less legroom for the driver and passenger. But the cabin design is by no means unsuccessful. If you don't drive the Ranger XP 900, you won't notice any shortcomings at all. Things are just better on the Ranger XP 900.
Compared to the full-size Ranger XP 900, the interior of the car seems cramped and not as comfortable, but for this price this is normal.
Conclusion
This model is just perfect for work. The Ranger 800 Mid-Size is easy to transport to camping, hunting, or work sites because it fits in the bed of a full-size pickup truck.
The official retail price of the Ranger 800 is $10,499, which is $1,000 less than the Rhino 700 and $500 less than the base model Kawasaki Teryx 750 or Arctic Cat Prowler 700. The price of the 800 model lacks the wow factor of the 400 version ( only $8,299), but it's still the best value in its class. And it’s hard to argue with that.
If you want a powerful work machine that fits in the bed of your truck, the Polaris Ranger 800 EFI Mid-Size is your option.
Subtitle
AMERICANS are obsessed with safety. They've taken every precaution to ensure you don't break your neck by accidentally jumping off a forklift in your Ranger. Accidents are excluded here. Until the brake pedal is pressed, the engine will not start. Until the handbrake is released, the four-wheeler will not move - in this position the engine simply does not develop speed. I do everything as expected and slowly move down to earth.
The first movement of the steering wheel brings another piece of news: the SUV finally received an electric booster. A couple of years ago I tested its predecessor “Ranger XP” in America on a mountain cross-country track and suffered a lot while maneuvering between centuries-old pine trees. Turning the steering wheel of a small car a couple of times is nothing. But when you do this all day, you start to sigh about the amplifier. Now he has appeared, and that's good.
While I was getting comfortable in the cockpit, photographer Dmitry Perepelkin was rummaging through his trunk with a worried look. But I still haven’t found spare batteries for the camera. Forgot it at home. And the main ones, as he embarrassedly admitted, sat down tightly.
Well what can I say? Mentally – a lot. Out loud, I meekly suggested that Dima take a ride to the nearest general store to get some batteries. And off we went.
Let me tell you, this was a voyage! Partially - along the cross-country track. And a Russian cross-country track differs from a well-groomed American one in about the same way as a wolf differs from a domestic dog. She's wild. There is a place to frolic on a four-wheeler. Then we walked lightly along the asphalt highway, and then along several country roads of varying degrees of roughness. In general, thanks to photographic sclerosis, the route of our test drive became much richer and more varied.
True, the new two-cylinder water-cooled “800 EFI” engine for this model was a little disappointing. It turned out to be pretty strangled: initially there were 63 “horses”, but only 46 remained. As Polaris representatives say, parts of the hp. it was deprived for the sake of some mysterious “utilitarian certification”. For me, this argument is akin to Chinese literacy, as, I am convinced, for the majority of potential buyers of the “Ranger 800 EFI 4×4 XP”. But I was “comforted” by a familiar mechanic from a rural garage, who offered to, so to speak, restore the status quo for a small bribe. There, in the area of the inlet throttle, there is a plate (restrictor) that limits the amount of air entering the engine. And in the “brains” a program is installed that supplies the amount of fuel that is calculated for this reduced volume of air. I’m not hinting at anything, but indeed, for a competent specialist, it probably won’t be a big problem to return all the horsepower to normal..
However, a normal hunter, fisherman or farmer is unlikely to drive so quickly through forests and gullies on a utilitarian ATV. From this point of view, perhaps 46 “horses” may seem enough. By the way, on a flat road the speedometer proudly showed 80 km/h - not the first escape speed, of course, but still not a snail's...
As it turned out, batteries are found in Russian villages. But before going to the store to get them, Dima spent some time trying to unstick himself from the safety handle on the right pillar, which he grabbed at the very beginning of the trip, and so frantically squeezed the whole way. Strange, did he really not like this little race over very rough terrain?
Plus 15 “horses”
I WELL remember my feelings from the standard version of the “RZR”, which I drove a lot. Now I’m comparing it with a device that received an increase of 15 hp. Of course, there is a difference, and a noticeable one. The engine has clearly acquired sporting characteristics. Not very loud, but beautiful, or, as athletes say, the “correct” exhaust of the tuning direct flow is pleasing to the ear. The chip's memory contains several different settings - this is very convenient: knowing in advance which route you will be driving on, you can optimally adjust the engine. In this case, the track was cross-country - not fast, with short straights, jumps and a lot of turns. So maximum thrust was required at medium speeds. The mechanic and I tuned the engine accordingly.
Everything worked out as planned. The engine sang its song in the range from 4,000 to 6,000 rpm. No interruptions or failures. Now I can with full responsibility recommend overseas chip tuning to all owners of Razers, and any other four-wheelers from Polaris with a two-cylinder 800. Do you want to add more power to your engine and have fun on the track? A tuning chip in the electrical circuit connector, simple adjustment - and the flag is in your hands.
Good mood
HONESTLY speaking, testing the ATV in all imaginable modes, I did not feel sorry for my passenger, and for myself too. But I received great pleasure from the precise operation of the suspension, which calmly “swallowed” numerous stones, holes and potholes. She was never hit. In addition, the “Ranger 800 EFI” is capable of jumping and “flying” – not very high, but still. And most importantly, the four-wheeler, despite the fairly high cabin, does not even have a hint of the risk of overturning. Ideal weight distribution.
Meanwhile, the car’s suspension, although new, is very simple. Up front are double steel A-arms with 24.4mm of travel. At the rear there is an independent IRS, the same A-arms, only with a stroke of 22.9 mm. No special adjustments, no gas shock absorbers, normal factory settings.
It’s just that the four-wheeler’s chassis is designed and configured to match an expensive musical instrument. Here Polaris engineers have few equals: more than 50 years on the global ATV market is no joke. If you wish, you can find shortcomings in the “Ranger 800 EFI”. But it’s useless to look for them in his chassis.
Later, during the photo shoot, Dmitry spent a long time urging me to drive into a patch of mud with a deep puddle in the middle. I refused, clearly understanding that if the ATV got stuck, I would have to run to the same village not for batteries, but for a tractor. Then he finally made up his mind, turned on all-wheel drive and... Nothing extraordinary. That is, nothing to such an extent that I, completely insolent, began to roll around this puddle, as if along a boulevard, as if its bottom was covered with asphalt, and not viscous clay. Then I completely turned off the 4x4 mode and started driving with only rear wheel drive. The effect is the same. Moreover, he found a ford in a nearby river and bravely crossed it...
I’m telling you – a well-tuned chassis. And weight distribution. This all-climbing device doesn’t just get stuck, it doesn’t even try to slip.
Interparts rear drive for Polaris RZR/Ranger 800 ATVs
The main advantages of INTERPARTS ATV drives: INTERPARTS drives are made with high structural precision and high-strength alloy steel, which makes them ultra-reliable in harsh operating conditions. In the production of drives for all-terrain vehicles and SSV/UTV Interparts, high-strength alloy steel is used, which allows for additional strength of up to 25%: The drive shaft is chrome-molybdenum alloy steel 40Х2Н2МА (4340). The internal hinge is 45X (5145) chrome alloy steel. External hinge is 55 (1055) structural carbon steel.
Thanks to the use of high-strength steel, the drives are ready to withstand increased angular loads, which will allow the use of suspension lift kits for ATVs and wheels of increased diameter. Increased tilt angle of Interparts drives up to 46 degrees, in contrast to conventional drives - about 42 degrees.
Characteristics
Brand – Interparts Part No. – ATV-PO-8-338 OEM: 1332638, 1332883
Country of origin: USA
Fits 2011-2014 Polaris RZR 4/RZR S/Ranger RZR 4/Ranger RZR S 800
2011 Polaris ATV RZR 4 BLACK CARBON FIBER [R11XH76AW] 2011 Polaris ATV RZR 4 EPS RGE BOARDWALK BLUE [R11XY76AA] 2011 Polaris ATV RZR 4 INTERNATIONAL [R11XY76FX] 2011 Polaris ATV RZR 4 SUNSET RED [ R11XH76AZ] 2011 Polaris ATV RZR S 800EFI BLACK CARBON FIBER [R11VE76AT] 2011 Polaris ATV RZR S 800EFI INDY RED [R11VE76AD] 2011 Polaris ATV RZR S 800EFI MILITARY TAN [R11VE76AW] 2011 Polaris ATV RZR S 800EFI ORANGE MADNESS [R11VE76AC] 2011 Polari s ATV RZR S 800EFI WHITE LIGHTNING [R11VE76AZ] 2011 Polaris ATV RZR S EPS INTERNATIONAL [R11VM76FX] 2011 Polaris Utility RANGER RZR "S" 800 EFI - BLACK CARBON FIBER [R11VE76AW] 2011 Polaris Utility RANGER RZR "S" 800 EFI - INDY RED [R11VE76AD] 2011 Polaris Utility RAN GER RZR "S" 800 EFI - ORANGE MADNESS [R11VE76AC] 2011 Polaris Utility RANGER RZR 4 INTL. — BOARDWALK BLUE [R11XY76FX] 2011 Polaris Utility RANGER RZR 4/EPS RGE — BLACK [R11XH76AA] 2011 Polaris Utility RANGER RZR 4/EPS RGE — BLACK [R11XH76AW] 2011 Polaris Utility RANGER RZR 4/EPS RGE — BLACK [R11XH76AZ] 2011 Polaris Utility RANGER RZR EPS INTL - BRIGHT PEARL WHITE [R11VM76FX] 2012 Polaris ATV RZR 4 800 EFI EPS INTERNATIONAL [R12XE7EFX] 2012 Polaris ATV RZR 4 800 EFI INDY RED [R12XE76AD] 2012 Polaris ATV RZR 4 80 0 EFI WHITE LIGHTNING/ORANGE [R12XE77EAO] 2012 Polaris ATV RZR 4 800 EFI WHITE LIGHTNING/RED [R12XE77EAB] 2012 Polaris ATV RZR S 800 EFI BLACK W/ SIVER HOOD [R12VE76AO] 2012 Polaris ATV RZR S 800 EFI BLACK [R12VE76AE] 2012 Polaris ATV RZR S 800 EFI INDY RED [ R12VE76AD] 2012 Polaris ATV RZR S 800 EFI INDY RED [R12VE76AJ] 2012 Polaris ATV RZR S 800 EFI WHITE LIGHTNING [R12VE76AB] 2012 Polaris ATV RZR S INTERNATIONAL [R12VE76FX] 2012 Polaris ATV RZR S ISREAL [R12VE76FX] 2012 Polaris Utility RANGER RZR 4 800 EFI - BLACK/WHITE/RED ROBBY GORDON EDITION [R12XE76AO] 2012 Polaris Utility RANGER RZR 4,800 EFI - INDY RED [R12XE76AD] 2012 Polaris Utility RANGER RZR 4,800 EFI EPS INTL [R12XE7EFX] 2012 Pol aris Utility RANGER RZR 800 EFI – WHITE LIGHTNING/BLACK [R12VE76AO] 2012 Polaris Utility RANGER RZR S 800 EFI - BLACK [R12VE76AB] 2012 Polaris Utility RANGER RZR S 800 EFI - BLACK [R12VE76AO] 2012 Polaris Utility RANGER RZR S 800 EFI - INDY RED [ R12VE76AD] 2012 Polaris Utility RANGER RZR S 800 EFI - ORANGE MADNESS [R12VE76AE] 2012 Polaris Utility RANGER RZR S 800 EFI - VOGUE SILVER [R12VE76AJ] 2012 Polaris Utility RANGER RZR S 800 EFI - VOGUE SILVER/INDY RED [R12VE76AJ] 2012 Polaris Utility RANGER RZR S INTL [R12VE76FX ] 2012 Polaris Utility RANGER RZR S ISRAEL [R12VE78FI] 2013 Polaris ATV RZR 4,800 EFI BLUE FIRE [R13XE76EAI] 2013 Polaris ATV RZR 4,800 EFI INDY RED [R13XE76AD] 2013 Polaris ATV RZR S 800 E FI BLUE FIRE METALLIC [R13VE76AI] 2013 Polaris ATV RZR S 800 EFI INDY RED [R13VE76AD] 2013 Polaris ATV RZR S 800 EFI INTERNATIONAL ORANGE MADNESS [R13VE76FI] 2013 Polaris ATV RZR S 800 EFI ISREAL ORANGE MADNESS [R13VE76FX] 2013 Polaris ATV RZR S 800 EFI POWERSTEERING SUNSET RED [R13VE7EAS] 2013 Polaris ATV RZR S 800 EFI WHITE LIGHTNING [R13VE76AW] 2014 Polaris ATV RZR 4,800 EPS STEALTH BLACK LE [Z14XE7EAL] 2014 Polaris ATV RZR 4,800 EPS SUPER STEEL GRAY [Z14XE7EAX] 2014 Polaris ATV RZR S 800 EFI INTL [Z14VE76FX] 2014 Polaris ATV RZR S 800 EFI ISREAL [Z14VE76FI] 2014 Polaris ATV RZR S 800 INDY RED [Z14VE76AD] 2014 Polaris ATV RZR S 800 STEALTH BLACK [Z14VE77EAL] 2014 Polaris ATV RZR S 800 SULFER YELLOW [Z14VE7EAJ] 2014 Polaris ATV RZR S 800 SULFER YELLOW [Z14VE7EAU] 2014 Polaris ATV RZR S 800 SULFER YELLOW [Z14VE7EAW]
