When Polaris introduced the original RZR in 2007, it created an entirely new category of high-performance side-by-sides. Nearly two decades later, Polaris is again attempting to reset the performance benchmark with the all-new 2027 Polaris RZR Pro R Boost.
Powered by a factory-turbocharged 2.0-liter four-cylinder engine producing 275 horsepower, the Pro R Boost is the most powerful production RZR Polaris has ever offered. But this is more than a naturally aspirated Pro R with a turbocharger added to the exhaust.
Polaris reworked the clutching, transmission, front drive, half shafts, cooling system, suspension calibration and other major systems to handle the additional power. The company also focused heavily on making that performance feel refined, controllable and usable across dunes, desert terrain, trails and technical rock crawling.
2027 Polaris RZR Pro R Boost Specifications
| Engine | Turbocharged 2.0-liter ProStar Fury DOHC inline-four |
|---|---|
| Turbocharger | Garrett turbocharger with a liquid-cooled center housing and approximately 59mm compressor and 60mm turbine wheels |
| Horsepower | 275 hp at 7,000 rpm |
| Peak Torque | 223 lb-ft at 6,000 rpm |
| Transmission | Automatic PVT with P/R/N/L/H and high-capacity CVT |
| Drive Modes | Sport, Rock and Race |
| Suspension | DYNAMIX DV on Ultimate; DYNAMIX DVS with active sway-bar links on Ultra |
| Tires | 32-inch tires; Ultra models use 32-inch BFGoodrich tires |
| Estimated Dry Weight | 2,531 pounds, two-seat Ultimate; 2,824 pounds, four-seat Ultimate |
| Fuel Capacity | 14.7 gallons, two-seat; 17.4 gallons, four-seat |
| Starting Price | Ultimate: $49,999; Ultra: $52,999 |
| Dealer Availability | Expected beginning in November 2026 |
Prices are starting U.S. MSRP and exclude destination, setup, taxes and other fees. Weight and pricing vary by seating configuration and trim.
Polaris RZR Pro R Boost ProStar Fury 2.0L Turbo: Torque vs. Horsepower
ProStar Fury 2.0L Turbo Produces 275 Horsepower
At the center of the RZR Pro R Boost is a turbocharged version of Polaris’ 2.0-liter ProStar Fury four-cylinder engine. A large 60 mm Garrett turbocharger helps the engine produce 275 horsepower at 7,000 rpm and a peak of 223 lb-ft of torque at 6,000 rpm.
Polaris says approximately 97% of peak torque—roughly 215 lb-ft—is already available at 4,000 rpm. The torque curve remains relatively flat from approximately 3,500 to 6,500 rpm, giving the Pro R Boost substantial power without requiring the engine to remain near its maximum speed.
“We tune to torque and not a boost level, and we tune for an experience.”
That broad torque delivery should be important in the real world. Whether the driver is accelerating out of a corner, pulling a dune face, climbing at elevation or maintaining momentum through rough terrain, the engine should respond without constantly needing to operate at the top of the rpm range.
Polaris engineers explained that the original 2.0-liter ProStar Fury engine was designed with future forced induction in mind. As a result, the company did not have to completely redesign the engine’s internal architecture to add the turbocharger. Most of the development work instead centered on the turbo system, engine calibration, cooling and the drivetrain components needed to reliably transfer the additional power.
Polaris RZR Pro R Boost
2027 RZR Pro R vs. RZR Pro R Boost
| Feature | 2027 RZR Pro R | 2027 RZR Pro R Boost |
|---|---|---|
| Engine | 2.0L ProStar Fury inline-four | Turbocharged 2.0L ProStar Fury inline-four |
| Horsepower | 225 hp at 8,250 rpm | 275 hp at 7,000 rpm |
| Peak Torque | 152 lb-ft | 223 lb-ft at 6,000 rpm |
| Low-RPM Torque | Not announced | 215 lb-ft at 4,000 rpm, approximately 97% of peak torque |
| Forced Induction | Naturally aspirated | Liquid-cooled Garrett turbocharger with electronic boost control |
| High-Altitude Performance | Naturally aspirated output decreases as elevation rises | Polaris says full power is maintained above 10,000 feet |
| Engine Cooling | Front-mounted radiator | Rear-mounted engine radiator supplied by roof-fed airflow |
| Intercooler | Not applicable | Liquid-to-air intercooler with a front-mounted heat exchanger |
| Clutching | Pro R CVT with 293mm driven clutch | High-capacity CVT with larger 330mm driven clutch and heavy-duty belt |
| CVT Cooling | Air-cooled | Three intake ducts, two outlet ducts and liquid-cooled transmission |
| Front Drive | Front drive with power torque limiter | Reinforced direct-drive system without the previous torque limiter |
| Drive Settings | Selectable 2WD and AWD | 2WD, open-front three-wheel drive and locked 1:1 four-wheel drive |
| Fuel Capacity | 12.0 gallons, 2-seat; 12.3 gallons, 4-seat | 14.7 gallons, 2-seat; 17.4 gallons, 4-seat |
| Drive Modes | Sport, Rock and Race | Sport, Rock and Race; Race mode raises idle speed and sharpens throttle response |
| Display | 10.4-inch RIDE COMMAND on equipped models | Standard 10.4-inch RIDE COMMAND with boost-pressure and belt-temperature displays; future Apple CarPlay compatibility |
| Factory Warranty | One-year factory limited warranty | One-year factory limited warranty |
Full Power in Heat and at Elevation
High peak output is less meaningful if the engine cannot maintain it under demanding conditions. Polaris says the Pro R Boost can deliver full rated power in ambient temperatures up to 115 degrees Fahrenheit and at elevations up to 10,000 feet.
“We’ve put a cooling system on it and a big enough turbo that there’s no derate.”
That is a significant claim for drivers who spend long periods under heavy throttle in places such as Glamis, Dumont Dunes and high-elevation riding areas throughout the West.
The large turbocharger also allows Polaris to produce the desired airflow without pushing a smaller turbo as hard. To control boost response, the engine uses an electronically managed blow-off valve and torque-based engine controls that can retain boost pressure in certain situations instead of releasing all of it when the driver lifts off the throttle.
Polaris says this strategy helps the Pro R Boost respond quickly when the driver gets back on the throttle, reducing the lag that can sometimes accompany a large turbocharger.
Multiple Cooling Systems Manage Heat
The Pro R Boost separates its cooling demands across multiple circuits. The main engine radiator is positioned behind the cockpit, while the intercooler heat exchanger is located at the front of the vehicle. The low-temperature intercooler circuit also helps cool the transmission.
In addition to managing the thermal demands of the turbocharged engine and reinforced driveline, separating the heat exchangers helps move engine heat away from the occupants.
A CVT Built for 275 Horsepower
Polaris reinforced the continuously variable transmission to handle the Pro R Boost’s substantial increase in power and torque. The system uses a larger 330mm driven clutch, compared with the 293mm driven clutch found on the naturally aspirated Pro R.
Additional changes include a new heavy-duty drive belt, revised clutch sheaves and a parallel-groove helix designed to reduce operating noise. Polaris also increased CVT airflow with three intake ducts and two outlet ducts.
The Boost’s transmission is liquid-cooled using the low-temperature circuit that also serves the intercooler. Belt temperature can be viewed on the vehicle display, giving the driver useful information during demanding dune, desert and high-load driving.
Why Polaris Stayed With a CVT
With competing high-performance side-by-sides using geared or dual-clutch transmissions, one obvious question is why Polaris stayed with a belt-driven CVT.
Polaris says the decision came down to acceleration, responsiveness and ease of use.
“We still feel that CVTs are the most responsive. They’re the best accelerating. They’re simple. There’s no shifting.”
A CVT continuously adjusts its drive ratio without interrupting power for a gear change. That gives the driver immediate acceleration when exiting a corner, climbing a dune or transitioning between slow and fast terrain.
Polaris RZR Pro R Boost Transmission and CVT
The challenge was not whether a CVT could deliver the desired driving experience. It was whether Polaris could build one capable of handling 275 horsepower without excessive belt heat or premature wear.
Rather than changing the character of the vehicle with a geared transmission, Polaris focused on larger clutches, a stronger belt, more airflow and better thermal monitoring.
The company also says the CVT provides excellent low-speed control for technical terrain and rock crawling while remaining simple to operate. The driver selects High or Low range and controls vehicle speed with the throttle rather than managing gear changes.
Polaris RZR Pro R 4 Boost Ultimate
Stronger Transmission and Front Drive
The additional power required extensive changes downstream of the clutches.
Polaris strengthened the transmission and developed a larger front-drive system with upgraded internal components. The input and output splines grew, along with the ring gear, pinion and bearings. The front differential is now solid-mounted and receives additional mounting support near the input shaft to better manage torque loads.
The prop shaft connection also changes from a roll-pin design to a pinch-bolt attachment.
These improvements allowed Polaris to eliminate the power torque limiter previously used between the transmission and front drive on the naturally aspirated Pro R. The Pro R Boost delivers power more directly through its strengthened front differential and upgraded half shafts.
“The team went through every system and asked, ‘What do we need to beef up?’”
2027 Polaris RZR Pro R Boost Ultra – Starting at $52,999
More Power, but Also More Refinement
Although 275 horsepower will dominate the headlines, refinement was a recurring theme during Polaris’ technical presentation.
The turbocharged engine produces substantially more torque at lower rpm, allowing the vehicle to maintain speed and accelerate without constantly operating near redline.
“You find yourself at about half the throttle because it has that available power at lower RPM.”
Polaris says the turbocharger naturally reduces some exhaust noise, while revised engine isolators, updated clutch calibration and drivetrain tuning further reduce noise and vibration.
The rear-mounted engine radiator should also reduce the amount of heat entering the cab. Fresh air for the engine and cooling systems is still drawn from cleaner areas toward the front and roof of the vehicle, but the largest source of engine heat is now positioned behind the occupants.
Polaris describes the exhaust note as smoother and quieter than the naturally aspirated Pro R, with a sound closer to a small jet engine as the large turbo begins moving air.
ProStar Fury 2.0L Turbo
Garrett Turbocharger and Electronic Boost Control
The Pro R Boost uses a liquid-cooled Garrett turbocharger with approximately 59mm compressor and 60mm turbine wheels. An electronically controlled blow-off valve allows the engine-management system to regulate boost more precisely than a conventional mechanical valve.
Polaris says the system can retain boost between throttle inputs to improve response and automatically compensate for changes in elevation. Boost pressure can also be monitored through the vehicle’s digital display.
Updated DYNAMIX Suspension
The RZR Pro R Boost will be offered in Ultimate and Ultra trims, with different versions of Polaris’ electronically controlled suspension technology.
RZR Pro R Boost Ultimate
Ultimate models use desert-tuned DYNAMIX suspension with revised spring rates and updated calibration. New software features include G-Out Protection and rear bump control designed to better manage hard compression events.
RZR Pro R Boost Ultra
Ultra models add DYNAMIX DVS, which combines electronically controlled shocks with active sway bar links. The system monitors vehicle conditions and adjusts the suspension and sway bar links up to 200 times per second.
Ultra models also include:
- Carbon fiber hood
- Carbon fiber seat bezels
- MPI GT steering wheel
- BFGoodrich 32-inch tires
- Exclusive paint and graphics
Polaris initially plans to produce approximately 700 Ultra models, but company representatives said production could increase if customer demand supports additional units.
Reinforced Driveline and True Locking 4WD
The additional power required upgrades beyond the engine and CVT. Polaris increased the size of the front-drive components, prop shaft, ring-and-pinion gears and axle splines to handle the Pro R Boost’s 220 lb-ft of torque.
The front differential provides three distinct configurations: rear-wheel drive, an open-front mode Polaris describes as three-wheel drive, and a true locked four-wheel-drive mode. Unlike an automatically engaging system, the locked setting delivers a direct 1:1 connection across the front differential when maximum traction is required.
10.4-Inch RIDE COMMAND and Apple CarPlay
Every Pro R Boost comes standard with Polaris’ 10.4-inch portrait-oriented RIDE COMMAND display.
The system provides mapping, vehicle information, audio controls and split-screen functionality. Apple CarPlay compatibility is also planned through a future software update.
Pro R Boost models are available with a Rockford Fosgate Stage 4 audio system featuring four speakers, two tweeters and a subwoofer. Polaris will also offer accessory rear-door speakers, an additional rear subwoofer and an independent bass-control knob.
Integrated Roof Scoop and New Accessories
The integrated roof scoop is both a styling element and a functional part of the cooling system. Polaris installs the scoop on every Pro R Boost so the rear radiator receives adequate airflow when a windshield is fitted.
Without a windshield, enough air can travel through the open cab to feed the rear cooling system. Adding a windshield changes the airflow pattern, making the roof scoop more important.
By integrating the scoop at the factory, Polaris was able to engineer the roof, cooling system and accessory mounting points as one package rather than requiring customers to add a separate duct later.
New accessories include:
- Carbon fiber hood and interior trim
- Forged A-pillar light mounts
- Roof-mounted lighting system built around the scoop
- Curved 20-inch LED light bar
- Adjustable corner pod-light mounts
- Additional Rockford Fosgate audio components
- Storage and spare-tire solutions
Larger Fuel Tanks Address the Pro R Boost’s Range
Polaris increased fuel capacity substantially for the RZR Pro R Boost. The two-seat model carries 14.7 gallons, while the four-seat Pro R 4 Boost holds 17.4 gallons. For comparison, the naturally aspirated Pro R and Pro R 4 carry 12.0 and 12.3 gallons, respectively.
The additional capacity is an important part of the Boost package. A 275-horsepower turbocharged engine will inevitably consume more fuel when driven aggressively, but the larger tanks should help preserve practical range for long desert rides and days in the dunes.
Top Speed and Acceleration
Polaris did not increase the electronically limited top speed. The Pro R Boost remains in approximately the same 90-to-92-mph range as the naturally aspirated Pro R.
The difference will be how quickly it reaches that speed.
With 50 additional horsepower, substantially more torque and a stronger drivetrain, the Boost should deliver much harder acceleration throughout its operating range. Polaris appears to have prioritized acceleration and usable power rather than pursuing a higher advertised top speed.
2027 RZR Pro R Boost Pricing and Availability
The 2027 Polaris RZR Pro R Boost will be available in two- and four-seat configurations in Ultimate and Ultra trims.
Pricing starts at $49,999, and Polaris expects the first vehicles to begin arriving at dealerships in November 2026.
For model year 2027, every adult RZR will also receive a one-year factory limited warranty.
Where Can the Polaris RZR Pro R Boost Race?
Polaris has worked with major off-road racing organizations to establish class eligibility for the RZR Pro R Boost before customers begin converting production vehicles into race UTVs. Its turbocharged 2.0-liter engine and 275-horsepower output place it beyond the performance envelope of existing naturally aspirated Pro R and 1.0-liter turbo classes.
The RZR Pro R Boost will therefore compete in dedicated categories rather than racing directly against the naturally aspirated RZR Pro R or current 1.0-liter turbocharged UTVs.
| Racing Organization | RZR Pro R Boost Class |
|---|---|
| SCORE International | Pro UTV Ultimate |
| King of the Hammers | B2 Desert |
| American Off-Road Championship | Dedicated class; official name to be announced |
The existing Polaris RZR Pro R Factory race platform is not being replaced. Polaris says the naturally aspirated race UTV remains fully supported and will continue to be raced and developed by factory and customer teams.
This gives Polaris two distinct competition paths: the proven naturally aspirated Pro R Factory platform and a new category built around the next-generation performance of the RZR Pro R Boost. Establishing eligibility before race vehicles are built should also give prospective racers greater confidence when planning a new program.
What We Want to Test
The specifications make the Pro R Boost one of the most significant new performance side-by-sides Polaris has introduced, but several important questions can only be answered from the driver’s seat.
When we get the opportunity to test it, these are the areas we will be watching most closely:
- How much stronger does the additional 50 horsepower feel in real-world conditions?
- How quickly does the 60 mm turbo respond when exiting corners?
- Can the new clutching system control belt temperatures during extended dune riding?
- Does the rear radiator noticeably reduce cab heat?
- How does the additional weight affect handling and suspension performance?
- How much rear cargo capacity was lost to the cooling system?
- Does the stronger front drive improve durability in rock crawling and hill-climb applications?
- How does the Pro R Boost compare with the latest high-horsepower competition?
The Pro R Boost is the latest step in a development path that began with the original 50-inch RANGER RZR 800 and progressed through the XP 900, XP Turbo, Turbo S and naturally aspirated Pro R. See our complete history of the Polaris RZR for the models and engineering changes that led to the 275-horsepower flagship.
Final Thoughts
The 2027 Polaris RZR Pro R Boost is not simply a horsepower package.
Polaris strengthened nearly every major system responsible for producing, cooling and transferring power. The engine, turbocharger, clutching, transmission, front differential, axles, fuel system and suspension calibration were all addressed as part of the development program.
The 275-horsepower figure will attract attention, but the broad torque curve, improved cooling and emphasis on refinement may prove just as important. Polaris appears to have built the Pro R Boost to be easier to drive at normal speeds while delivering dramatically stronger acceleration when the driver asks for it.
We will reserve final judgment until we spend time behind the wheel, but on paper, the RZR Pro R Boost represents Polaris’ strongest response yet to the rapidly escalating side-by-side horsepower war.
