Sports all-terrain vehicles Polaris RZR 2022. Review, models, reviews

Not so long ago, serial all-terrain vehicles with a car seat, also known as Side-by-Side, also known as UTVs, also known as buggies and wagons, were boring work machines. That all changed in 2007 with the introduction of the Polaris RZR (then called the Ranger RZR). He became the founder of the class of sports all-terrain vehicles, the first truly fast production model. Nowadays, the major Side-by-Side manufacturers make their own sports cars. And Polaris RZR (also pronounced “razor”) has grown into a large family, which includes models of different cubic capacity, size, capacity and price. “Razors” can be designed for different conditions: professional racing, family skating, children's sports. What unites them is their love of speed. The RZR's power and handling are maximized and are prioritized above payload and performance. The RZR is the best way to go off-road, fast and safe. In case of an accident, it is protected by a metal safety cage and powerful belts. It’s easier to drive than an ATV or even an off-road motorcycle. Much like a car, but much faster.

Cabins

Standard all-terrain vehicle layouts with one and two rows of seats are also used in the RZR. Single-row vehicles have two seats for a standard off-road crew, a pilot and a navigator. On the four-seater Polaris RZR, the seats are in two rows, the wheelbase and the car itself are longer than usual. It also weighs more. That's why the RZR 4 rides a little slower and stays on the road a little more stable. The invention of Polaris - single-seat Side-by-Side. The RZR RS1 is designed for those who prefer to ride alone. The only seat is located in the middle, so the car is more compact, lighter and cheaper than its multi-seat counterparts.

Polaris RZR ergonomics have been perfected for decades

Technologies

Dynamix electronic suspension

Active electronic suspension has long been used on asphalt vehicles, but in the off-road world it was first implemented by the Polaris concern several years ago. Dynamix is ​​available on top RZR models. The driver can quickly change shock absorber settings without using a tool or leaving the cab. Using the toggle switch you can select one of three damping modes. Hard is turned on when you need to minimize the rocking and sagging of the car. Sporty gives maximum stability when driving fast. Comfortable is needed to drive not very fast, but relaxed. The suspension automatically adjusts to the driving situation. When braking, it adds stiffness to the front shock absorbers, when accelerating - to all of them, but a little more to the rear ones, when cornering - to the outer shock absorbers, and when jumping, all four wheels resist a hard impact as much as possible. Information about the operation of the suspension is shown on the color screen.

RZR engine

The two-cylinder turbocharged ProStar engine with a volume of 925 cm3 produces, depending on the modification, from 168 to 181 horsepower. At the same time, he has everything in order with torque at low speeds. Also in the RZR line there are naturally aspirated engines with a power of 110, 75, 45 horsepower.

Transmission

The CVT transmission is easy to operate and does not require gear shifting. If the rear wheels slip on slippery ground or when the gas is suddenly opened, the automatic all-wheel drive system itself transfers part of the traction to the front ones. If desired, you can turn on the 2WD mode and drift in rear wheel drive.

Pendants

Dynamix-style suspensions have a strong presence in the ATV industry, but Polaris has a significant advantage over the competition: they have a long history of relying on Fox LiveValve technology and have a good track record of using it. This experience is especially evident when riding the latest Polaris RZR PRO XP 4 equipped with Dynamix. Once upon a time, the Hard suspension mode, one of three switchable from the dashboard (along with Comfort and Sport), was useless. However, thanks to some refinements this model year, the suspension's Hard mode is more useful, and I liked the ability to switch between modes without taking my hands off the wheel and my eyes on the terrain. Each mode is most effective on a certain type of terrain.

Perhaps the best thing about the dynamic suspension is the red X button on the steering wheel, which, when pressed and held, activates the maximum stiffness mode on all four wheels. This is a fairly new feature, damn useful in situations where there is a big bump in your path or a springboard unexpectedly appears. Instead of cringing before the impact, press and hold the X button to engage the maximum firmness mode, where the suspension absorbs virtually any bump or obstacle. Moreover, these shock absorbers not only cope well with large bumps or stones, but also provide complete comfort on a small “washboard”. The wheelbase helps them do this, but it's still surprising how smoothly the Polaris RZR PRO XP 4 handles almost any terrain.

For everyday driving, the best suspension mode is Sport. In it, the suspension maintains softness at small strokes and increases damping as the wheel stroke increases, thereby preventing breakdown on large bumps. In Comfort and Sport modes, even a serious “washboard” turns out to be nothing more than small ripples in the path of a large ship, and you simply go forward kilometer after kilometer, without feeling these ripples and swaying smoothly on the large waves of the terrain.

Polaris RZR PRO XP 4 2020

And one little tip about the suspension - remove the front stabilizer for more travel and better handling. Yes, you won't corner as smoothly (get ready for a change in handling), but you will be able to afford a more dynamic ride and better ability to overcome obstacles.

Options

The Polaris RZR line includes buggies for different riding conditions: smooth, fast dirt roads, winding forest paths, swamps, rocks. Not only their body kit, but also their chassis and engine may be fundamentally different. The top model RZR Turbo S brings together the most advanced technologies: Dynamix active suspension, a 168-horsepower turbocharged engine, a digital instrument panel with Ride Command, and 32-inch wheels. Thanks to the 182 centimeter wide track, it is very stable in turns and on uneven surfaces. This is the optimal car for very fast driving through fields, deserts and other open spaces.

RZR Turbo S - top model with turbocharged engine and active suspension

The RZR XP 1000 has a slightly smaller width, 162 centimeters. This is the optimal middle ground between stability and maneuverability. The model is equipped not only with a top-end turbocharged engine, but also with a classic naturally aspirated engine. This option is more economical not only in terms of fuel consumption, but the car itself is significantly more affordable.

The Polaris RZR Trail is the most compact of the full-size “razers.” With a width of only 127 centimeters, they easily pass between trees, rocks and other obstacles where wide Side-by-Side racing cars would get stuck. There are no longer turbocharged engines here, the power is modest, 75 for the 875 cm3 engine and 45 for the RZR Trail 570.

Special configurations are designed for narrow applications. RZR XP 1000 Trail&Rocks - for difficult terrain, primarily rocky. The engine and transmission are optimized for low speed driving. In case something goes wrong, a power bumper and a winch are provided. RZR XP 1000 HighLifter is a mud machine with high ground clearance, high-grip tires, and snorkels.

RZR 170 for children over 10 years old is a smaller version of adult models with high ground clearance, long-travel suspension, and LED optics. To prevent the child from accelerating too quickly, the package includes an adjustable speed limiter.

Polaris RZR High Lifter - all-terrain vehicle

RZR XP 1000 High Lifter Edition: Swamp Aggressor

Do you know why side-by-side vehicles have become so popular? But you can drive them to the point of adrenaline ecstasy, and fool your wives: they say that there is no risk of ending up with broken limbs, I’m sitting in a safety cage, buckled up! The men, of course, are lying, but in comparison with other types of motorcycles, sides are, of course, the safest.

For their part, every year they increasingly throw “firewood” into the firebox of their clients’ adrenaline addiction: engines become more powerful, suspension travels become longer. Do you want to get into the dirt? Welcome! Even straight from the store! “Gas to the floor” and at a speed of 100 km/h straight into swamps and impassable forests! The Polaris RZR XP 1000 High Lifter Edition all-terrain vehicle is one of these. Already at the stage they were prepared for aggressive use in muddy conditions.

So I and the “lifter” (that’s how people managed to christen the new product) didn’t stand on ceremony and, at the very first turn on the X-Arena cross-country track, in the village of Rakovo near Moscow, I immediately slid off the well-worn track into a well-known water and mud trap . At competitions, this is where I had the opportunity to land more than one ATV for a long time.

Special series

In terms of accessories, the stock High Lifter is equipped with a 4500 winch with a switch on the dashboard, a mirror and bumpers designed specifically for this series

Rigidity frame

No mesh or bare plastic!
Side doors with an integrated steel stiffening frame reliably cover the driver and passenger from dirt and can act as good additional protection during side rollovers. Having broken thin ice with the front bumper, the High Lifter skidded briefly, engaging with viscous, clayey underwater soil, and then with a confident jerk jumped over ditch. The water splashed almost under my armpits. By the way, it would be possible to dive deeper. Please note that the factory engine and variator sand bars are positioned above the pilot's head. The Americans should be advised to use periscopes and scuba tanks as additional equipment for the “lifter”. And what? The employees will love it!

The top-end “Polaris” engine ProStar 1000 (two cylinders in a row), both in terms of mechanical filling and electronic “brains”, was left untouched. The engineers considered the base power of 110 “horses” to be sufficient (and thank God), but the transmission was reconfigured with an eye to greater output at low speeds and a reinforced chain was installed so that the engine at low speeds with maximum loads on the wheels would not tear this transmission to hell canine. It must be said that at the start the “lifter” is a natural cannon, literally tearing the earth’s crust to shreds. I think that if the toothy 29-inch tires are replaced with rally “rollers” with a moderate tread pattern, then in terms of dynamics on dense ground, there will be no equal to the High Lifter among the serial all-terrain vehicles without turbocharging. However, the main goal of the new Polaris is not straight-line drag, but mud and rough terrain.

2,106,470 rubles!

Yes everything is correct!
Two million rubles in a swamp. Polaris RZR XP 1000 High Lifter 2015: 110 “mares” and a bunch of extras for the rapid absorption of mud reality - from curved suspension arms to factory snorkels and toothy tires. The main problem with almost all side-by-sides is a painful tendency to lateral rollovers. When “sides” were mainly “utilitarian vegetables” for voyages from one barn to another at a speed no higher than 50-60 km/h, the problem was not so acute. What kind of shock absorbers there are and what kind of levers are in the suspension, few people cared. Today, the design of an all-terrain vehicle’s suspension is more important than the power of its engine. Not surprisingly, American engineers unleashed their creative souls to the fullest when creating the Lifter. The lower arms – both front and rear – were bent and enlarged. The track has become wider, the suspension travel has reached rally values: front – 406 mm, rear – 470 mm. Advanced Walker Evans shock absorbers with variable spring rates and a full range of adjustments are the key to victory on virtually any terrain.

RZR XP 1000 High Lifter Edition

I admit, I myself divide sports “sides” into two classes: those that I’m scared to ride, and those that don’t frighten me, but give me pleasure. So, High Lifter deservedly entered into the second category, since even me, not the most courageous person, was not able to be frightened by its unpredictability or disobedience. In the fastest turns, the tires frantically bit into the ground, leveling out the pilot’s mistakes when entering a turn. The suspension effectively compensates for roll, preventing the wheels from leaving the ground. When jumping, the motor power is quite enough to “spit out” the car to the desired height, but at the same time prevent it from landing with its nose on the receiver. By the way, the overall weight distribution of the “High Lifter” seemed to me more successful than on the standard RZR 1000. For my taste, it would be better if the tires were not so “toothy” and the suspension was adjusted to the maximum “hard”. And then I would call the High Lifter an excellent device for our amateur rally raids with hard trophy or cross-country elements on natural terrain, where there are a lot of fords and muddy areas. However, for those who are more familiar with swamps and utter mud, the new Polaris will become their best friend without any modifications or adjustments.

RZR 2022 Updates

RZR Pro XP Ultimate Rockford Fosgate LE can be heard from afar. In addition to the traditional components of the top-end RZR, such as the turbocharged engine boosted to 181 horsepower and the Dynamix active suspension, it is equipped with a powerful 800-watt Rockford Fosgate Stage 4 HO audio system

RZR Turbo S Lifted Lime Limited Edition - model features new color scheme, aluminum roof, low doors, audio system, high power LED headlights, vibrant color scheme.

The material of the engine air intake has changed for powerful models. Now it does not overheat during prolonged driving at full throttle.

All models except the small ones now have a charging port. A charger is connected through it to keep the battery in working condition during long periods of inactivity.

Polaris RZR Lineup Expands for 2022

Four chairs

When you first look at the Polaris RZR PRO XP 4, you'll notice the design and chassis upgrades. But the bulk of the visible updates took place inside the cabin of the third-generation RZR.

No matter which of the four seats you decide to sit in, you'll finally have a full half-door to your side. Thanks to Polaris for keeping all four of us safe out of the box. The half doors on this version are a clear and obvious step up from what Polaris has offered before. They have thick metal frames and convenient latches with a button. Climbing in and out of the all-terrain vehicle is convenient because the ROPS power frame pipes are slightly moved. The newly designed seats provide better side and lower back support, with only a slight lack of support in the shoulders. But everything else about the seats is much better than in previous generations - right down to the adjustment slider, which is much better than the previous one, and now does not jam.

Polaris RZR PRO XP 4 2020 seats

Sitting in any of the front seats of the Polaris RZR PRO XP 4, you notice that the seating position in them has become deeper. Moreover, Polaris made the front panel lower, so that the low landing does not interfere with excellent visibility. The front tubes of the cab frame are slightly closer together than we are used to, but do not interfere with forward visibility. The plastic inside the cabin is now of much better quality and design, at the automotive level. There are plenty of glove compartments throughout the cabin, and on the front passenger side there is a large compartment under the center console. Two small glove boxes on top allow front riders to store valuables while on the road. The quality of the cabin's finishing has clearly improved, and we really liked the modern dashboard with instruments and switches. Switches and buttons are conveniently located and easily accessible on the go, and up to 10 additional switches can be added to the panel. These switches pair perfectly with the Polaris Pulse accessory power system located directly under the panel. This is currently the best quick accessory connection system on the market.

Overall, the Polaris RZR PRO XP 4's cabin is very car-like. Another thing that adds confidence is the steering system, which helps, rather than hinders, steering. The steering wheel is now telescopic, allowing you to customize the riding position to your liking. The steering system reacts to steering movements quite sharply, so that obstacles that unexpectedly appear on the way are avoided by turning the steering wheel literally 1/8 of a turn. The electric power steering is adjustable, and its tightness can be adjusted to taste - for example, tighter when driving straight and softer when cornering. The steering wheel has become a little tighter than on previous versions, but this is even good.

Polaris RZR PRO XP 4

In the rear seats, luxury car features become more utilitarian. It's not that bad, but I think the designers could have been a little more consistent and styled the rear seats more like the front seats. Getting in and out of the rear is quite comfortable; the seats themselves are placed higher, so passengers have excellent forward and lateral visibility. The utilitarian design of the rear seats is even good if you need to travel far or carry luggage instead of passengers. And here's what I mean: This year's Polaris RZR PRO XP 4 features folding seats that allow you to remove the seatbacks and lift the base forward, opening up quite a bit of cargo space. It's really cool and long-distance riders will really like it.

We traveled for 7 days and 1200 km, and back we had room for the entire kitchen and all the supplies for five big men, plus a rather large refrigerator in the back.

We added four centimeters of preload to the rear shock absorbers to compensate for the weight of the cargo and two riders; in stock form the device was a little heavy, but thanks to the ground clearance it held up. Standard hooks for securing cargo are convenient and are located in completely obvious places, this is another plus.

All passengers can sit comfortably and look both forward and to the sides. Full half-doors for everyone, six-point harnesses, tons of glove compartments, a convenient dash and gauges, excellent visibility, an improved ROPS cage with thicker tubes to protect all riders, and new seat designs all set the new RZR apart from previous versions.

Expert reviews

Nikolay Bogomolov, test editor of Motoexpert magazine:

I attended the launch of the first Polaris RZR in the USA. Back then, if you wanted a fast Side-by-Side, you had to take something utilitarian like a Rhino, throw out half the parts, buy a bunch of tuning for a lot of money, dock them together and drive this semi-finished product. And suddenly they rolled out a car that, right out of the box, can drive quickly on broken ground, jump on trampolines, and nothing falls off. Compared to today's RZRs, those RZRs were childish. The power is three times less, the track is narrow, the stability is so-so. But for 2008 it was a huge success. After that, other manufacturers from North America began to make sports equipment, then from all over the world, sometimes RZR even lagged behind them in some technologies, but then caught up and surpassed them. The most surprising thing about top models is the suspension. You can ride along a broken cross-country track, jump big jumps and feel normal. Huge shock absorbers absorb bumps so well that it’s not always clear whether you’re driving or flying. And all this in combination with a turbocharged engine. You don’t have to pay a lot of money for the RZR; there are budget trim levels. They are not as powerful and sophisticated as the top ones, but they are also interesting.