900cc rzr

900cc rzr DEFAULT

RZR 900 XP Engine Packages for Turbo or Superchargers

RZR XP 900 Turbo Engine Kit

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How much boost? How much HP? How much money?

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A little about turbo RZR XPs. With your typical bolt-on turbo kit (NOT INCLUDED) your XP will produce between 90 and 100 wheel horsepower on pump gas on our dyno without taking the engine apart. Your RZR XP stock on our dyno will produce about 65 wheel horsepower. That's nearly a 50% gain with a bolt on kit at 8 psi. There is much more waiting to be made though. To do this you can either turn the boost up, make your engine more efficient, or both.

Stage 1
This kit is great for someone looking to keep their boost level relatively low. When running boost levels of 8 pounds or less lower compression is not always the best thing. When you lower the compression you will create a small amount of lag, and actually build a few less HP. By retaining the stock 10.5:1 compression ratio you will retain the snap you had with your stock pistons only with the added safety of being a forged CP piston. We provide a Cometic top-end gasket kit, mechanical cam chain tensioner to ensure the timing stays in check, a set of Billet intake manifolds to keep the seal tight and keep from having a failure occur with the stock rubber intake boots, and a set of ARP head studs. This package will allow for safe running of up to 8 psi and be a very fun and responsive setup on a recreational turbo car, or maybe even a unlimited class short course race car. If you plan to run more boost we recommend looking at a stage 2 kit or above. For more info on Stage 2,3,and 4 read the details below.

Stage 2
At this point the next way you are going to get a noticeable increase is to turn the boost up. Boost is where big power is made. Psi is the amount of pressure your turbo is forcing into your engine. What is keeping you from doing this is the strength of your engine's internal components. It will first break a piston. So this is what must be addressed next. By adding a set of CP forged pistons in a lower 9.0:1 compression ratio your engine becomes much more turbo friendly with a lower likelihood of detonation, and no worries of broken ring landings. The pistons alone allow you to run up to 10 psi on pump gas (some would tell you 15psi but we're playing it safe). That is a 15-20+ hp gain to the wheels. At this point you are around 115-125 Hp to the wheels. These engine package has been proven to support up to 15 psi and produce in excess of 150 rear wheel HP on race gas. This kit will include CP forged 9:1 turbo pistons, Cometic top-end gasket kit, Beehive valve spring kit, Heavy duty Shim buckets, ARP head studs, mechanical cam chain tensioner to ensure the timing stays in check, and a set of Billet intake manifolds to keep the seal tight and keep from having a failure occur with the stock rubber intake boots. There are a few options on this kit. By adding a set of our Web Turbo Cams you will gain an additional 10 hp and it is seen pretty much all across the power band. If your cylinder has damage we also offer a +3mm Big Bore Cylinder kit. This will require your stock cylinder in exchange and take your motor to a 935cc. It is available in 9.0:1 only for turbo builds. You can also add the optional 10.5:1 race pistons and build some serious front side HP and insane turbo response, but be fore-warned this setup is not for the timid and race gas is an absolute must. Available in stock bore only. Timing control/alterations are highly recommended.

Stage 3
This gives you as solid a foundation that can be built to push as much boost as you dare. We keep it safe and recommend staying around 15-18 psi, but know many of you will push upwards of 20psi and beyond. This kit is everything in a stage 2 with the addition or Carrillo HD rods and porting. The Carrillo rods give us the security to turn that boost up, and the porting really lets the cams flow what they were intended to. We have seen right below 200 rear wheel HP with these motor builds. We highly recommend having us install this kit. We know what these engines want and our techs build them daily.

Stage 4
This build is for the guys who want to go big or go home! We add a set of Stainless +1mm intake and exhaust valves to the head package and a giant +5mm Billet Big Bore cylinder setup. This not only brings the displacement up to a whopping 975cc, but also helps un-shroud those oversize +1mm valves. Properly tuned on race gas we have seen well over 200 rear wheel HP with this setup and lets just say its a MONSTER!

There's much to consider so give us a call if you have any questions. 619-562-0188.

Please Call for Availability



With our kits you can easily double or even triple your stock horsepower. We have built turbo rzr 900 using K&T, MCX, Aerocharger, Silber, Turbo Specialties and many more. We know what works and how to make it work best. More info no one else will tell you: -First about Horsepower claims. I would like to explain this because many companies inflate horsepower numbers to make their kit seem better than the competition. This is the simplest way to explain it. The Atmospheric pressure of earth is 14.7 psi. This means at 14.7 pounds of boost your horsepower should double. It is that simple. At 6.0 psi you should have 40% more horsepower. This is what most low boost kits claim to be run at. A stock RZR 900 makes 64 rear wheel horsepower. This puts you rite at 90 rear wheel hp. We see some manufactures claiming crazy numbers like 120+ with there magic kit at 6psi. All I can say is use your head and common sense. Don't believe everything you read. Yes this is theoretical and some factors can make small variances but for the most part boost is boost. -Many companies sell low boost turbo kits claiming that you don't need pistons and can run 6 pounds of boost. We find this comical since the wastegate has a minimum adjustment if 8-9psi. They are basically saying good luck. We do not install turbo kits without forged low compression turbo pistons. Why? They are ticking time bombs. They break piston ring lands. The stock pistons are not forged and are not meant for boost. Our custom turbo pistons have extra thick ringlands. -Many companies sell head shims to lower boost instead of pistons. This is the cheap way out. Yes this will lower your compression and help with detonation. But your left with the inferior non forged polaris pistons. Also when you do this your altering your cam timing which will cause a loss of horsepower. Our theory is if your going through the effort of taking the top end of your engine apart why would you not get it done the rite way. The answer is easy. A shim cost $10 to make and pistons run $450. We do not run shims on any of our builds. We believe Forged pistons are mandatory on any turbo build. There is a reason all OEM vehicles made with factory turbos all have forged pistons. They need them to be reliable. -Now lets talk about fuel injection setups. There are 2 different ways turbo companies go about this and one works much better than the other. The first setup our favorite is to add 2 additional injectors to the stock 2 for a total of 4 injectors. The other way is to simply replace the stock 2 injectors with larger ones. When you retain your stock injectors your drivability is greatly increased. When you retain the stock fuel injectors when your car is not under boost it runs like stock and operates just like it did from the factory. As boost is made the additional injectors turn on and add the needed fuel. Now if you just swap out your stock injectors for larger ones which by the way are typically twice the size as stock it becomes very difficult to map. All of a sudden at idle and cruise speed and every other speed for that matter your rzr is getting twice the amount fuel. It needs to be completely remapped which is hard to beat the factory Polaris tune. You end up with random stumbles, idle problems, it just isn't as smooth or as drivable. Why would a company just replace the stock injectors as opposed to add 2 more? It is cheaper of coarse. -What turbo kit do we prefer and why. We primarily use K&T kits. They make happy customers. They are beautifully built and very high quality. You don't have to make the kit fit it is built well and actually fits. After installing over 100 kits from many companies we have settled on K&T. What we don't recommend. Silber turbo uses overseas big turbos that spool slowly and are not nearly as fun to drive. We have actually removed a few from customers cars who were very un-satified. Beware of cheap turbos some companies try to sell you. Most kits use garrett gt22 turbos. If the turbo isn't listed as a Garrett it is probably cheap Chineese. -Turbo build vs non turbo build. Our stage 4 big bore non turbo engines will produce 98-104 wheel horsepower on pump gas reliably and for less money than a turbo kit. It takes about 8 pounds of boost to make this much horsepower. In a drag race the naturally aspirated engine will win every time. The power hits instantly with no turbo lag. The non turbo engine is much more responsive and fun to drive. So if you are looking at a low boost turbo kit and do not intend to turn the boost up past 8 psi you will enjoy a naturally aspirated setup much more. If you want big horsepower 120+ and can afford to build your engine and put a turbo kit on, turbo is the way to go. If you have any other questions we probably have the answer. We love to talk about RZR's so ask. 619-562-0188



 WARNING: California Residents, this item is subject to Proposition 65 regulations for cancer and reproductive harm.

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Gross Vehicle Weight

RZR 900/EPS Trail: 1971 lbs. (894 kg)

Dry Weight

RZR 900/EPS Trail: 1150 lbs. (521.6 kg)

Test GVW - Rollover Protection System (ROPS)

2300 lbs. (1043 kg) per OSHA 29 CFR 1928.53

Rear Cargo Box Capacity

300 lbs. (136 kg)

Maximum Weight Capacity (Payload)

740 lbs. (336.4 kg) (riders, cargo, accessories, tongue weight)

Towing Capacity

1500 lbs. (682 kg)

Hitch Tongue Capacity

150 lbs. (68 kg)

Fuel Capacity

9.5 gal. (36 l)

Engine Oil Capacity

2.5 qts. (2.4 l)

Coolant Capacity

5 qts. (4.7 l)

Demand Drive Fluid Capacity

7.5 oz. (222 ml)

Transmission Oil Capacity

44 oz. (1300 ml)

Turf Models: 40.5 oz. (1200 ml)

Overall Length/Width/Height

RZR 900: 107/50/69.5 in. (271.8/127/176.5 cm)

EPS TRAIL: 107/50/69.5 in. (271.8/127/176.5 cm)


79 in. (200 cm)

Ground Clearance

RZR 900: 10 in. (25.4 cm)

EPS TRAIL: 10 in. (25.4 cm)


4-Stroke DOHC Twin Cylinder


875 cc

Bore x Stroke

93 mm x 64.4 mm

Alternator Output

560 W @ 3000 RPM

Compression Ratio


Starting System


Fuel System

Electronic fuel injection

Ignition System


Spark Plug / Gap

NGK MR7F / 0.7-0.8 mm

Front Suspension

Independent double a-arm with 10 in. (25.4 cm) of travel

Rear Suspension

Independent double a-arm with 10 in. (25.4 cm) of travel

Lubrication System

Wet Sump

Driving System Type

Automatic POLARIS Variable Transmission, EPS: Lockable Differential

Shift Type

Dual Range P/R/N/L/H

Tires / Tire Pressure - Front

RZR 900/EPS TRAIL: PXT 26x8-12 / 10 psi (69 kPa)

Tires / Tire Pressure - Rear

RZR 900/EPS TRAIL: PXT 26x9-12 / 12 psi (83 kPa)

Brakes, Front/Rear

Foot Activated, 4-wheel hydraulic disc


2 Dual Beam Halogen or LED


2 LED cluster

Brake Lights

2 LED cluster

Instrument Cluster

Analog and LCD

Auxiliary DC Outlet


Sours: https://cdn.polarisportal.com/servicemanagement-public/OwnerManuals/9929135/RZRXPTurboRZRXP4TurboRZRXPTurboRZRX-D1B2AE32.html
  1. Upper cervical awareness
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  3. Indianapolis severe weather
  4. Mushroom ring meaning

Among the spinoffs of the Ranger XP series is the Polaris RZR 900. A sportier version of its big-bore cousin, the RZR breathed life into the workhorse-dominated UTV scene. This wheeler was Polaris’ conscious effort to give consumers more options when it came to conquering turf and ripping through the outdoors. And for off-roaders with extra cash to spare, the 4×4 easily became their new favorite toy.

The Polaris RZR 900 is a sport-utility vehicle unveiled to the public in 2015. Featuring a twin-cylinder ProStar® engine, tilt steering, selectable driveline modes, and a lineage traced back to the Ranger, this 4×4 wowed the off-roading community and took work-sport hybrids to a whole new level.

What started as an attempt at capturing the hearts of Yamaha enthusiasts soon became the company’s forte in subsequent years. With the Polaris RZR 900, the American firm further established itself as a leading innovator, kicking off an endless race among manufacturers to build the fastest, most powerful UTV. Read on and discover how this four-wheeler revolutionized the entire sport-utility sub-segment.

A Fusion of Function and Sport

To provide riders with a sporty but purpose-built quad – this was the aim of Polaris when it released the RZR 800 in 2008. Little did the company know that this Ranger sub-model would evolve a decade later in a class of its own. Or probably, it did – because the RZR had a lot going on that its parent series Ranger did not have. For one, it was more sport- than work-oriented but still gave its owners the option to use it for yard duty if the need arose. Its compact body styling made the SxS feel speedier and even look the part. Also, it bested the Ranger in top speed by a considerable mileage at 55 MPH versus the Ranger’s meager 44 MPH.

For a big-bore machine, these were highly-coveted features – features that were deliberately put in the RZR product and developed through the years.

2011 Launch

And sure enough, Polaris eventually ditched the 800-cm3 vehicle and gave birth to a new-and-improved Polaris RZR XP 900 in 2011. It had a ProStar® 900 power mill, adjustable seats, massive power output, and a three-link trailing arm rear suspension. Like its predecessor, Polaris offered the Polaris RZR 900 in 50-inch- and 60-inch-wide trims. Its sportiness and functionality were as refreshing as a glass of mimosa on a hot summer’s day. The riding community wanted more.


Hence, rapid-fire releases of new RZR 900 models ensued and are still going strong. Since the RZR 900 dropped the Ranger tag and branched away from the XP series, a total of 36 models and 15 trims have been designed and produced to match the growing clamor for monstrous power and speed.

These racy quads were all the rave in the decade that followed the RZR 900’s launch:

  • Polaris RZR 900
  • 900 EPS TRAIL
  • 900 XC Edition
  • S 900
  • S 900 EPS
  • 4 900 EPS
  • S4 900 EPS
  • Polaris RZR 900 Trail EPS FOX Edition LE
  • Polaris RZR 900 Camouflage

For 2021, Polaris RZR Trail Sport, Polaris RZR Trail S 900 Sport, Polaris RZR Trail Premium, and Polaris RZR Trail Ultimate are the latest buzz.

Alongside the RZR 900’s production run, Polaris also launched other RZR models that took the SxS market by storm. These included the RZR 170, RZR XP 1000, RZR XP 1000 Turbo, and RZR RS1. These models were milestone vehicles, being the first to debut a youth sport-UTV, a 1000-cm3 machine, a turbocharged SxS, and a single-seater behemoth under the said lineup.

Polaris RZR 900 Specs & Features

Red 2011 Polaris RZR XP 900 UTV


The ProStar® engine found in all Polaris RZR 900 trims features dual overhead cams, four valves per cylinder, and EFI that increases acceleration by 20%, torque by 14%, and horsepower by 40% over the RZR 800.

Engine2015 Polaris RZR 900 (Base, EPS)2015 Polaris RZR S 900 (Base, EPS)
PlatformDomestic 4-Stroke DOHC
Brand NameProStar®
Cylinder ArrangementLongitudinal, 8-valve Twin-cylinder
Bore x Stroke93 x 64.4 mm (3.66 x 2.53 in)
Displacement875 cm³ / 53.4 in³
Compression Ratio10.5:1
Carburetion SystemBosch ME17 Electronic Fuel Injection (EFI) w/ 46-mm throttle body
Idle Speed1,250 +/- 100 RPM
Engine CoolingLiquid
Lubrication SystemWet sump
Air FiltrationPaper pleat, wet-type element
Recommended FuelLeaded/Unleaded gasoline w/ PON rating 87/89 (oxygenated/non-oxygenated)
Fuel Tank Capacity9.5 US gallons (36 Liters)
Fuel Pressure58 ± 2 psi (400 ± 14 kPa)
Horsepower75 hp @ 7,250–7,750 RPM
Top Speed (Estimated)60 MPH (96.6 km/h)70 MPH (112.7 km/h); 75 MPH (120.5 km/h) – based on power-to-weight ratio
Max Speed (If payload exceeds 430 lbs/195 Kg)43 MPH (69 km/h)62 MPH (100 km/h)
Mileage City / Highway15.2 MPG (15.47 liters/100 km)


The Polaris RZR 4 900 EPS is the only trim out of the lot with a slightly higher coolant and demand drive fluid capacity. The same rules for engine lubrication apply to the RZR as with any other Polaris off-road vehicle:

  1. Using any API-certified SJ synthetic oil that meets manufacturer specifications and JASO T903 MA standards is always best, and
  2. The use of non-recommended lubricants may render your warranty void or cause engine damage.
Lubrication2015 Polaris RZR 900 (Base, EPS)2015 Polaris RZR S 900 (Base, EPS)
Engine Oil Capacity2.5 quarts (2.4 Liters)
Engine Oil-35° – +100° F (-37° – +38° C): PS-4 5W-50 4-Cycle Oil
0° – 120° F (-18° – +49° C): PS-4 Extreme Duty 10W-50 4-Cycle Oil
(with API grade of SJ or higher and with no anti-friction or modifiers)
Coolant Capacity5 quarts (4.7 Liters) of POLARIS Antifreeze 50/50 Premix
Demand Drive Fluid Capacity7.5 ounces (222 ml)
Transmission Oil Capacity44 ounces (1.3 Liters) or 40.5 ounces (1.2 Liters – Turf models) of Full Synthetic AGL Gearcase Lubricant


While automatic Polaris Variable Transmission handles power for all RZR 900s, only the XC Edition, EPS Trail, and 4 900 trims have TurfSaver unlocking rear differential. This feature permits riding on smooth, level surfaces and is best-suited to situations where aggressive traction is not required. Selectable On-Demand™ AWD Drive System makes for superb maneuverability and handling. A thumb switch found on the center console (to the steering wheel’s right) activates the driveline modes.

Transmission2015 Polaris RZR 900 (Base, EPS)2015 Polaris RZR S 900 (Base, EPS)
TypeAutomatic POLARIS Variable Transmission
Shift SequenceDual-range, In-line shift (P/R/N/L/H)
Front Drive Ratio (EPS/Non-EPS)3.31 / 3.82
High Gear (EPS/Non-EPS)11.51:1 / 13.29:1
Low Gear (EPS/Non-EPS)20.77:1 / 23.98:1
Reverse (EPS/Non-EPS)25.37:1 / 29.28:1


The battery replacement for the Polaris 900 RZR has assembled dimensions of 7.73 x 6.55 x 7.01 inches (196 x 166 x 178 mm) and is installed in an upright position in the quad. However, it may be hard to come by.

Odyssey PC925MJT Battery (view on Amazon) and Optima 8042-218 D75/25 Yellow Top Dual-Purpose Battery (view on Amazon) are good battery replacements in case you need to swap out your stock.

Many go for the Odyssey, as its pure lead technology performs better than the Optima that tends to dry out due to heat (using an AGM technology). Whichever option you go for, know that these batteries are not a perfect fit for your vehicle. You need to purchase an aftermarket battery box, isolate it and run a Blue Sea fuse block under the hood, and have the setup backed up by a 50 Amp fuse.

Electrical2015 Polaris RZR 900 (Base, EPS)2015 Polaris RZR S 900 (Base, EPS)
Starting SystemElectric
Ignition SystemME17 ECU
Alternator Output560 W @ 3,000 RPM
Battery Dimensions7.73 x 6.55 x 7.01 inches (196 x 166 x 178 mm)
Battery / Amp Hr12V Flooded, 575 CCA
Spark Plug, GapNGK MR7F / 0.7-0.8 mm
Fuse10A EFI, 10A Key, 10A Term, 10A Accessory, 10A Drive, 15A Lights, 20A EPS (if applicable)
InstrumentationDigital Gauge, Speedometer, Odometer, Tripmeter, Tachometer, Coolant Temperature, Volt Meter, Hour Meter, Service Indicator, Clock, Gear Indicator, Fuel Gauge, Hi-Temp Light, Seatbelt Reminder Light, DC Outlet (x 1)
Headlight TypeDual-beam Halogen or LED
Headlight12V, 55W Low/ 60W High
Tail/Brake Lights0.2W / 2.9W LED cluster x 2

Tires & Brakes

The Polaris RZR 900 base model has stamped steel wheels, while the rest have 12- or 14-inch cast aluminum rims. Polaris PXT and GBC Dirt Commander knobbies are standard, depending on trim.

Tires & Brakes2015 Polaris RZR 900 (Base, EPS)2015 Polaris RZR S 900 (Base, EPS)
Wheel CompositionStamped SteelCast Aluminum
Front TirePolaris PXT 26 x 8-12GBC Dirt Commander 27 x 9-12
Recommended Tire Pressure69 kPa (0.70 kgf/cm2, 10 psi)69 kPa (0.70 kgf/cm2, 10 psi)
Rear TirePolaris PXT 26 x 9-12GBC Dirt Commander 27 x 11-12
Recommended Tire Pressure83 kPa (0.85 kgf/cm2, 12 psi)97 kPa (0.99 kgf/cm2, 14 psi)
Front Brake, Operation4-wheel hydraulic disc w/ dual-bore front calipers (foot-activated)
Rear Brake, Operation4-wheel hydraulic disc w/ dual-bore front calipers (foot-activated)


Some of the RZR 900s only have rear anti-sway bars, while others have torsion bars on both front and rear. Most suspensions have five-way preload adjustment, with only the Trail and S 900 trims having compression damping. Wheel travel ranges from 10 to 13.2 inches. The factory-built suspension system lends to the vehicle’s superior handling and maneuverability. Similarly, the overall turning radius of a whopping 15.9 ft (192 inches/4,846 mm) reinforces vehicle stability and ride comfort.

Suspension2015 Polaris RZR 900 (Base, EPS)2015 Polaris RZR S 900 (Base, EPS)
Frame TypeSteel round tube
Toe Out1/8 – 3/16 inches (3.2 – 4.8 mm)
Turning Radius15.9 feet (190.8 in)16 feet (192 in)
Front Suspension, TravelIndependent double A-arms w/ torsion bar & Sachs ZF HPG shocks, 254 mm (10 in)Independent double A-arms w/ Fox Podium X 2.0 piggyback shocks, 311 mm (12.25 in)
Rear Suspension, TravelIndependent double A-arms w/ torsion bar & Sachs ZF HPG shocks, 254 mm (10 in)Independent double A-arms w/ torsion bar & Fox Podium X 2.0 piggyback shocks, 335 mm (13.2 in)
Adjustment Type5-way adjustable preload; Threaded spanner wrench
Compression damping & 5-way adjustable preload; Threaded spanner wrench adjustment


Variances in width and length between trims are almost negligible. Dry weight and GVWR gradually increase from the standard to the four-seater Polaris RZR 4 900, with the latter having a dry weight of 1,474 lbs (668.6 Kg) and a GVWR of 2,440 lbs (1,107 Kg) – inclusive of curb weight, payload capacity, accessories, cargo, and passengers. The RZR 4 900 also has the highest Test GVW – ROPS at 2,700 lbs (1,225 Kg) per OSHA 29 CFR 1928.53.

Dimensions2015 Polaris RZR 900 (Base, EPS)2015 Polaris RZR S 900 (Base, EPS)
Length107 inches (2,718 mm)108 inches (2,743 mm)
Width50 inches (1,270 mm)60 inches (1,524 mm)
Height69.5 inches (1,765 mm)72 inches (1,829 mm)
Wheelbase79 inches (2,007 mm)
Ground Clearance10 inches (254 mm)12.5 inches (317.5 mm)
Dry Weight1,148 lbs (521 Kg)1,208 lbs (548 Kg)
GVWR1,969 lbs (893 Kg)2,029 lbs (920 Kg)
Test GVW – (ROPS)2,300 lbs (1,043 Kg) per OSHA 29 CFR 1928.53
Capacities & Storage 
Payload Capacity740 lbs (336.4 Kg)
Towing Capacity1,500 lbs (680.4 Kg)
Hitch Tongue Capacity150 lbs (68 Kg)
Rear Cargo Box Capacity300 lbs (136 Kg)
Cargo Box Dimensions (L x W x H)20.7 x 37 x 7.9 inches (525 x 940 x 200 mm)
Glove Box / Dash StorageStandard
Front Storage WellStandard
Number of Cupholders2
Number of Seats2


The vehicle’s tubular steel frame has a medium gloss black finish, with a plastic body material made available in White Lightning, Polaris Pursuit Camo, Black Pearl, Sunset Red, Havasu Red Pearl, and Matte Turbo Silver. Titanium Matte Metallic and Blue Fire are specific to the S 900 RZR – the latter introduced in 2016.

As customary, Polaris RZRs are sold in the market as half-naked quads, giving owners the option to personalize their vehicles with protective equipment like front and rear brush guards, high-clearance A-arms (view on Amazon) for taller tires, or a full skid plate.

Exterior2015 Polaris RZR 900 (Base, EPS)2015 Polaris RZR S 900 (Base, EPS)
Body MaterialPlastic
Front BumperStandard
Bash Plate (Front)Standard
Cab CageStandard
Cab RollbarStandard

Cost of a Polaris RZR

The vehicle’s MSRP ranges from $12,799 to $18,499 – these values include the 2020 and 2019 Polaris RZR 900 models. The RZR 4 900 EPS has the heftiest price tag, followed by the XC Edition. Interestingly, the cost of 2021 releases had barely increased from its list price five years ago. For a (non-exhaustive) rundown of RZR 900 list prices, refer to the table below:

Standard Trims

Model Year – Trim
(** EPS – Electric Power Steering; LE – Limited Edition)
List PriceAverage Retail
2015 – 2016 Polaris RZR 900 (base model)$12,799$6,185 – $9,395
2017 – 2018 Polaris RZR 900 (base model)$12,999$7,430 – $10,775
2019 – 2020 Polaris RZR 900 (base model)$13,399$8,765 – $12,535
2015 – 2016 Polaris RZR 900 Trail EPS$14,799$7,155 – $10,260
2015 – 2017 Polaris RZR 900 XC Edition$17,299$7,700 – $11,135
2017 Polaris RZR 900 XC Edition EPS$17,299$9,890 – $13,010
2015 – 2018 Polaris RZR S 900$14,699$6,910 – $11,090
2019 Polaris RZR S 900$15,299$8,350 – $11,675
2020 – 2021 Polaris RZR Trail S 900$14,999N/A
2015 – 2018 Polaris RZR S 900 EPS$16,499$7,970 – $12,425
2019 – 2020 Polaris RZR S 900 EPS$16,999$10,755 – $15,540
2015 – 2016 Polaris RZR 4 900 EPS$18,299$8,810 – $12,000
2017 – 2018 Polaris RZR 4 900 EPS$18,499$10,570 – $13,910
2021 Polaris RZR Trail Sport$13,399N/A
2021 Polaris RZR Trail S 900 Sport$15,299N/A
2021 Polaris RZR Trail Premium$15,499N/A
2021 Polaris RZR Trail Ultimate$16,999N/A

Special Trims

Model Year – Trim
(** EPS – Electric Power Steering; LE – Limited Edition)
List PriceAverage Retail
2015 Polaris RZR 900 Camouflage$13,499$6,510 – $8,565
2016 Polaris RZR 900 Trail EPS FOX Edition LE$15,799$7,860 – $10,345
2018 Polaris RZR S4 900 EPS$18,499$11,660 – $15,345

Polaris RZR 900 Problems

Air Intake Design

While the high-performance ProStar® engine design is unquestionably sound, the air intake tract seems to do the reverse – causing the behemoth to become vulnerable when ridden in the dunes or any terrain where the dust is super fine.

Because the airbox’s large perimeter has a few outside fasteners, it sometimes allows air leaks and contaminants to pass through unfiltered and slip by the seal. This incident can eat away the rings and rub the inside of your engine quite quickly if left undiscovered. Luckily, several companies produce an aftermarket seal that will remedy the airbox sealing gap. This step is highly-recommended for RZR owners to protect their SxS against future problems. Otherwise, brace yourself for an engine rebuild past 2,000 miles.

Front Suspension

Polaris has always received high praise for its off-road vehicles having the plushest suspension. While this statement is true, periodic checks and maintenance are crucial to keeping a decent suspension system in check.

You see, the Polaris RZR 900’s front shocks are soft in stock setting and will bottom out first over the rear ones, causing rear-end to hop. To fix the problem, increase the front compression by one click. Expect a slight body roll even after this adjustment.

Other Complaints

Nothing human-made is perfect, really – in one way or another, something is bound to break. The same goes for UTVs, even Polaris ones. Wheel bearings, tie rod ends, factory bolts – all of these Polaris RZR 900 parts will wear down at some point. It may or may not be rider-inflicted. But what’s certain is that it will never always be because of reckless driving behaviors. Proper care of your side-by-side is needed if you want to keep these issues at bay for a longer period. Exercise self-restraint with mods like monster-truck tires and insane wheel spacers. Most importantly, make sure that you always stick to scheduled maintenance and have your trusty owner’s manual around.

About Polaris

The success of Polaris Inc. as an industry-leading innovator is aptly reflected in its wide array of product offerings. The maker of the Polaris RZR 900 is known worldwide for its ground-breaking inventions and awe-inspiring snowmobiles, off-road vehicles, and motorcycles. From its humble beginnings as a farm equipment manufacturer, the American firm has grown into a billion-dollar conglomerate, producing company-exclusive novelties such as On-Demand™ True All-Wheel Drive, ProFit cab system, and Electronic Fuel Injection – among others.

Conclusion – Polaris RZR® 900 Review

The Polaris RZR 900 is one of the biggest reasons Polaris can continue keeping up with the high-stakes game of producing powerful, top-caliber 4x4s.

Its 75-hp in-line ProStar® engine, easy-to-modify tire-and-wheel system, 41-mph top low-range speed, and seamless 4WD delivery are just a few of its highlights. Despite design setbacks during the RZR’s initial years, Polaris kept going at developing the side-by-side to the near-impermeable four-wheeler that it is today.

Fast-forward to this year, the RZR 900 series has over 32 successfully-launched models under its belt, with seven high-performance trims currently out for consumers and enthusiasts to enjoy.

What avid off-roaders love the most about the RZR is its discernment for keeping its important qualities consistent. Despite its armada of trims, the RZR always stayed true to form with its automatic PVT, well-tuned suspension, and unrivaled trail comfort.

It may not be within everyone’s budget. But for an uncompromising vehicle that speaks largely of sport and versatility in a wide range of commercial or recreational applications, the Polaris RZR 900 is worth every dime!

Sours: https://offroadingpro.com/polaris-rzr-900/
2011 Polaris RZR XP 900 Test

You shudder from the sensations rushing over you. My tongue is so warm and tender, I carefully lick your anal and even want to penetrate my tongue inside you. But the hole is so thin.

Rzr 900cc

The sexuality and relaxedness of the girl excited so much that his penis immediately grew. The girl knelt down and, opening her mouth, grasped it tightly with her brightly painted lips. She sucked beautifully and rhythmically without any unnecessary movements. While she was moving her head, the guy put his hands on the back of her head and closed his eyes with pleasure.

2011 Polaris RZR XP 900 Test

This was to be done by a special mission, sufficiently equipped and prepared. In a time when the colonial policy of the Earth was mainly represented by corporations like Wayland Yutani, the colony specialists. Would be entrusted with collecting all the necessary information, perhaps even biological samples, while the company would save huge funds. And I don't care if someone got hurt there.

However, the United Systems Administration was very sensitive to its reputation, it is better to spend money on organizing a special mission than to lose one of the colonies in.

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Cries of the first, and the moans of the second. Looking into the car, I would see how a dark-skinned fourteen-year-old teenager in the back seat fucks Ksyusha Sobchak in the ass with his teenage penis. Holding a knife to her neck.

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