Ranger RZR measures just 50-inches wide with the stock tires and wheels, allowing it to easily pass through the typical measuring devices used to limit access to off-road trails designated for single-rider all-terrain vehicles.
RZR SHARP
Powerful 2008 Polaris brings new meaning to the word “sport” in the two-passenger ATV market
Getting a bit of air with the surprisingly fast and agile 800 RZR isn’t that difficult. The midengine RZR handles such forays with ease, it’s long-travel suspension and 50/50 weight-balance keeping such antics reasonably in hand.
Waves of thick, course sand and thumb-size rocks cascade upward from the right front tire while I feel the left front levitate off the ground like it was being lifted skyward by some giant hand. I grip the “T”-handle bar in front of me a little tighter and let my right shoulder rest against the thin tubing of the roll cage.
My co-driver deftly flicks the steering wheel to the right just for an instant, stabs the gas, and then whips the steering wheel back to the left all in one fluid motion. It’s a ballet on wheels.
His quick steering adjustment brings the rear wheels back inline with the fronts as all four dig for traction in the soft sand of the narrow arroyo we are blasting up in a remote area of the Arizona desert.
The surge of forward momentum and deep-throaty roar emanating from the 789cc big-bore twin four-stroke mounted just behind our seats makes both of us aware our ride is just starting to get into its power curve. What a blast!
This overhead view shows the side-by-side seat, and small, but functional, bed cargo area. Cage over driver/passenger is not ROPPS-certified although it appears sturdy enough to do its job.
THE RAZOR’S EDGE
Polaris’ all-new Ranger RZR sportutility side-by-side ATV, which is smaller than their Ranger side-by-side and larger than their 800 4x4 single-rider quad, is fast, agile, and oh-so sweet.
Even though at times the dry wash we are carving our way upstream — necks down in places only wide enough for a single-rider ATV, we have no problems getting through. The “Razor” is just 50-inches wide so it fits inside a pickup bed — and anywhere an ATV can go.
Add to that its four-wheel-independent suspension with the engine mounted behind the seats and it is by far one of the best of any factory ATV we’ve ridden, er, driven, to date. What you get is one of the coolest, quickest, smoothest side-by-side sport/utility ATV on wheels. A point proven as the rider on the 500cc 4x4 quad we’re chasing slows in a particularly rough washboard section to maintain control.
Instead of slowing in such a rough section as one would normally do in a quad or a big side-by-side, my partner rolls into the throttle and we skip across the tops of the ruts and dips like a Baja racer, all the while seated-andstrapped comfortably in the RZR’s padded bucket seats. The suspension and 50/50 weight distribution help keep things very manageable.
We casually wave to the guy as we blow past and set up for another corner. “Buddy, you’ve just been sliced and diced by two dudes riding in a Ranger RZR!” I think to myself with a certain bit of off-road adventure glee.
BEHIND THE WHEEL
Narrow, stiff chassis, strengthened by a full underbody metal skid plate, likes to lift a front tire on any off-camber rise. The long wheelbase and good suspension keep things well under control in straight-line runs.
An hour later it’s my turn to be strapped in and seated behind the wheel. One feels at ease once seated. I adjust the seat to fit my shorter legs and drop the tilt-steering wheel to my liking. (Yes, the RZR has adjustable seats and a tilt-steering wheel.) The shifter sits in a natural position in the narrow center console, and the bucket seats are just padded enough to isolate your body from the harshness of the terrain passing beneath the tires.
In fact, there’s little not to like. The dash is simplistic but functional; the steering is light and quick; the fourwheel- disc brakes are firm and powerful; the constantly-variable automatic transmission (CVT) tight and responsive; the big-bore twin, flat-out impressive; and the four-wheel-independent suspension surprising.
Polaris has done their homework during the four years they have been secretly developing this new machine.
Matt Homan, the general manager of Polaris’ Ranger products, said during our introduction to the new machine, “The Ranger RZR’s focus is play first, work second, while the Ranger is just the opposite.”
Unique “T”-bar allows the co-driver to ride quite comfortably in the RZR’s padded bucket seats. Thin outside shoulder sidebrace also keeps both driver and passenger from being tossed around at speed.
POWER ALL AROUND
Targeting a fast growing group of side-by-side sport enthusiasts, the RZR designers asked customers what they wanted and then they really listened. What they heard drove the design of the RZR.
For example, prospective owners told them that they were interested in side-by-sides, but were concerned that they may not be able to fit them on the same trails as ATVs. The attentive designers made the RZR 50” wide to keep it within ATV width requirements.
Not surprisingly drivers also told them they wanted stronger acceleration and more speed. Polaris listened and delivered with more power and less weight. A sport-tuned 760cc, 800 Twin EFI engine lets drivers and riders alike feel the thrill. The liquid-cooled four-stroke cranks out 30% more power than its competitors and helps launch the RZR to a seat-pinning 30mph in four seconds flat.
In addition they developed a machine that is 100 lbs lighter than its nearest competition, tipping the scales around 950 pounds. This gives the new RZR by far the best HP-to-weight ratio in its class as well as top end speed at 55mph. To put this in perspective, the “Razor” is faster than the Polaris 800 4x4 quad with a single rider.
Of course all of this speed speaks to some new issues: stopping and cornering. The hydraulic disc brakes feature dual-piston calipers up front and singles in the rear. The automotive-style brake pedal delivers quick results.
A TRAIL CARVER
Polaris also gave a lot of attention to the handling characteristics of the RZR. Topping the list of industry firsts is the patented mid-engine design. Because the engine is placed low and behind the seats, the seats are lower, which significantly lowers the overall center of gravity without sacrificing ground clearance. Double A-arms and anti-sway bars at both ends adds to the RZR’s cornering stability. So do the specially designed Maxxis tires that feature a wider foot print and stiffer sidewalls.
Ranger RZR can be outfitted with a large variety of Polaris accessories, including off-road lights, tire/wheel packages, and the lock-and-ride system for securing cargo and carrying items like spare gas cans and a spare tire.
Improved steering ratios give the RZR excellent response for rallyinspired corrections and counter-steer as we saw during our numerous desert romps. It also makes negotiating tight trails far easier than riding a quad. You can drive/ride the RZR all day long without fatigue.
Yet, even with all of its sport characteristics, the Polaris RZR still has plenty of trail and utility ability. A one step electric shift using the button on the dash instantly moves power from 2WD to 4WD as the front diffs lock and unlock on the fly. The cool part of the RZR’s “True All-Wheel-Drive” system is the front differential automatically unlocks when traction is restored, removing any effect the driving front wheels may have on steering.
Need those deeper gears to creep along or get a load moving? No worries; low range allows the RZR to crawl with the best of them. Just come to a stop, move the shift lever to “L” and move out.
With 9” front and 9.5” of rear suspension travel the RZR also delivers an impressive 10” of ground clearance. It is also important to note that the front and rear suspensions travel at angles (most ATV suspensions operate in a vertical manner), contributing greatly to overall ride comfort and control.
KEEPING UTILITY IN THE MIX
Polaris didn’t forsake the utility needs of hunters and outdoorsmen. Although the RZR is smaller than the Ranger it still has a payload capacity of 300lbs in the short bed/box behind the seats and 1500 lbs of towing capacity. What that gives you is a machine that not only plays hard, but can do its share of light utility work as well.
The acceleration, steering and suspension of the Polaris Ranger RZR make it a blast to drive. We can also see it as a good choice as a trail and hunting machine.
However, it is still an ATV. Its longer wheelbase and narrow track, combined with four-wheel independent suspension, makes a formula for the occasional side-slap when pushed too hard. In other words, get a lot of seat time learning how it handles and the cornering limits before ramping up your driving habits or you’ll be testing out the roll cage. We saw this happen a couple times in our desert outing.
Unique “T”-bar allows the co-driver to ride quite comfortably in the RZR’s padded bucket seats. Thin outside shoulder sidebrace also keeps both driver and passenger from being tossed around at speed.
Is the RZR the ultimate SPORT/utility side-by-side? Close. For $9,999 you’d be hard-pressed to find any other sideby- side or two-up ATV remotely close to its performance and capabilities.
We would like to see a solid axle in the rear to improve the cornering stability when the machine is really pushed. But under more normal offroad/ trail driving conditions the four-wheel independent suspension works really well. And, the overall design of the RZR allows two riders to enjoy exploring a very wide variety of terrains like no other ATV-based fourwheeler has to date.
As for customizing, the RZR is a rich pallet. The Polaris PURE line of factory accessories is loaded with items to customize the RZR, too.
The special “Lock & Ride” bed mounting system allows everything from spare gas cans to storage racks to be placed securely in the bed. Polaris offers driving lights, a spare tire carrier, gun scabbards an nerf bars. There’re even several different styles of bumpers and cab covers from which to choose, not to mention tire and wheel packages.
And we figure the aftermarket will be offering accessories soon too.
Regardless how it’s equipped, once you’ve grown accustomed to its little quirks, you really find the “Razor” is an absolute kick to drive or being a passenger. We spent time in both seats-and we’re still smiling. The RZR is that sharp.