There’s quite a bit going on with the new Polaris RZR Pro R.
It’s entertaining to see Hoonigan jump Polaris’ new monster side-by-side on the streets of Long Beach, no doubt about that. Now, though, we actually get to see the technical specs that back up its capability, and on that front the RZR Pro R looks like a game-changer — if you can afford one.
We’ll get to that in a bit, but here’s the headlining figure. The 2022 Polaris RZR Pro R does indeed pack a 2.0-liter “ProStar Fury” engine, with 225 naturally-aspirated horsepower. That’s a huge change from, say, the Turbo R (which replaces the Turbo S), and it’s 925cc turbocharged powerplant. A high-revving (up to 8,500 RPM), dual overhead cam four-cylinder engine coupled with a larger clutch and belt and a different cam profile to the 2.0L Slingshot and lighter flywheel to improve responsiveness should offer up a different sort of power delivery than what we’ve been used to, while we are still using Polaris’ continuously variable transmission here. Peak horsepower is achievable at 8,250 RPM, while the peak torque of 152.8 lb-ft comes up at 7,500 RPM.
Polaris boasts this model as its most powerful and largest-engined stock side-by-side yet, but part of the reason it’s been able to do that is down to ROHVA regulations (Recreational Off-Highway Vehicle Association) rules capping engine displacement at 1,000cc (or 1.0-liter). Keep this in mind when buying and titling the RZR Pro R, as the state’s regulations may bump the vehicle into a different class than a recreational off-road vehicle/OHV that sits within that 1,000cc limit.
Chassis and suspension changes
Polaris is calling the RZR Pro R launch a ground-up redesign, and that applies to the chassis and suspension as much as the engine. Apart from three selectable throttle control modes (Sport, Rock and Race), the company emphasizes strength and control for this next-gen side-by-side. The Pro R gets a one-piece chassis coupled to a fully welded one-piece roll cage, as well as huge boxed steel A-arms, enhanced drive shafts and knuckles. In short, you can handle whoops and jumps at some serious speeds without much worry. In fact, Polaris says the top-dog’s 74-inch stance, five-lug wheels with 32 or 33-inch tires, 27-inch front suspension travel and 29-inch rear suspension travel allows the rider to soak up punishing terrain “effortlessly”.
The 2022 Polaris RZR Pro R also gets new “Dynamix DV” suspension and steering modes. Each mode will monitor driver inputs and the suspension itself hudnreds of times a second, independently adjusting the compression (bump) and rebound to keep the wheels on the ground as much as possible. Until you try to jump it, at least. At each end, the Pro R gets Fox 3.0 Live Valve X2 internal bypass shocks and three-piece stabilizer bars.
When it hits dealerships in early 2022, the 2022 Polaris RZR Pro R will start at $31,999 MSRP for the two-seater model. The RZR Pro R 4, for its two extra seats, will set you back at least $35,999 MSRP before options.
Updates for the RZR Turbo R
While the Pro R is a pricey proposition, it’s not the only SxS Polaris is updating here. There’s also a new RZR Turbo R, replacing the former Turbo S models. It, too, gets the same 74-inch stance, five-lug wheels and 32-inch tires as the Pro R. You also get the same front suspension in the Turbo R as you do in its big brother, down to the Fox 3.0 Live Valve X2 internal bypass shocks. The rear suspension carries some slight changes, though you still get Fox shocks and 28 inches of usable rear suspension travel. It’s still a step up over the Turbo S, while you also get the one-piece chassis and boxed steel suspension components as the Pro R for added strength.
Unlike the new top-end model, the 2022 Polaris RZR Turbo R still uses (per its name) a 925cc turbocharged engine. Output here amounts to 181 horsepower (up from 168 in the Turbo S). Pricing for the Turbo R starts at $25,999 MSRP for the two-seater version. The RZR Turbo R 4 four-seater, like the Pro, kicks that price up by $4,000 to $29,999 MSRP.
Naturally, the company says both its new side-by-sides are unparalleled not just compared to its predecessors, but among its rivals as well. Although I don’t imagine Can-Am will leave us hanging very long without an answer in its Maverick X3 lineup — especially with that 2.0-liter moving the goalposts.