By Jon Crowley
The 2018 Polaris RZR XP Turbo S marked a major turning point for the RZR platform. Introduced in March 2018, it was the first production RZR built around a 72-inch-wide stance, 32-inch tires and FOX 3.0 Internal Bypass Live Valve shocks controlled by Polaris DYNAMIX Active Suspension.
Rather than simply installing longer suspension arms on the existing 64-inch RZR XP Turbo, Polaris reinforced the chassis, drivetrain, suspension components and ROPS to create a machine designed for larger tires, higher speeds and harder impacts. Its 168-horsepower turbocharged engine remained familiar, but nearly everything surrounding the powertrain was upgraded for the demands of wide-open desert and dune riding.
The RZR XP Turbo S also became an important chapter in the history of the Polaris RZR, establishing the 72-inch-wide performance formula that would influence later RZR models.
The 2018 Polaris RZR XP Turbo S introduced a 72-inch-wide stance, 32-inch tires and DYNAMIX suspension.
2018 Polaris RZR XP Turbo S Highlights
- 168-horsepower turbocharged ProStar engine
- 72-inch overall width
- 32-inch, eight-ply ITP Coyote tires
- 16 inches of ground clearance
- 19 inches of front wheel travel
- 21 inches of rear wheel travel
- 25 inches of front and rear usable travel
- FOX 3.0 Internal Bypass Live Valve shocks
- DYNAMIX Active Suspension with three selectable modes
- Reinforced chassis, ROPS and suspension components
- Larger and stronger front differential, axles and propshaft
- Seven-inch RIDE COMMAND display
- Four-point harnesses and SPARCO steering wheel
- Original starting price of $27,499 in the United States
Why the RZR XP Turbo S Was Important
By 2018, the sport UTV market was moving rapidly toward wider machines with more suspension travel and larger tires. Polaris already offered the 64-inch RZR XP Turbo DYNAMIX Edition, but competitors such as the 72-inch Can-Am Maverick X3 X rs were raising expectations for high-speed desert and dune performance.
The Turbo S was Polaris’ answer. Its extra width provided room for longer suspension components, while the factory 32-inch tires increased ground clearance and improved its ability to roll across rocks, ruts and rough desert terrain. More importantly, Polaris designed and validated the vehicle around those larger tires instead of leaving owners to add them later.
Our initial reaction was that the Turbo S might be little more than a long-travel version of the existing RZR XP Turbo. After examining the engineering changes and driving it at the media introduction, it became clear that Polaris had made much more substantial changes. Read our complete Polaris RZR XP Turbo S first ride review for those original driving impressions.
The RZR XP Turbo S was initially available in Indy Red and Polaris Blue.
Reinforced Chassis and Drivetrain
Fitting longer suspension and larger tires increases leverage and impact loads throughout a vehicle. Polaris addressed those forces by reinforcing many of the components that had to support the Turbo S platform.
Compared with the 64-inch RZR XP Turbo, the Turbo S received substantial durability upgrades, including:
- A stronger chassis and eight-point ROPS
- Larger-diameter, thicker-wall arched A-arms
- A redesigned trailing arm that Polaris claimed was 67 percent stronger
- Reinforced radius rods, tie rods and shock mounts
- Stronger axles and propshaft
- Upgraded knuckles, spherical bearings and bearing carriers
- A larger, rubber-isolated front differential
- A full heavy-duty HMW skid plate
Polaris claimed the isolated front drive delivered three times the impact strength of the previous design. That was an especially important upgrade for owners who planned to use the Turbo S in rocks or install even more aggressive tires.
Polaris strengthened the chassis, suspension and drivetrain to handle the Turbo S platform’s 32-inch tires and additional travel.
72-Inch Suspension With DYNAMIX
The defining feature of the RZR XP Turbo S was its 72-inch-wide suspension. It delivered 19 inches of front wheel travel and 21 inches at the rear, controlled by large FOX 3.0 Internal Bypass Live Valve shocks.
Polaris paired those shocks with its DYNAMIX Active Suspension system. DYNAMIX electronically adjusted shock damping while the vehicle was moving, using information such as steering angle, throttle position, brake pressure and vehicle movement.
The driver could select Comfort, Sport or Firm from the cockpit. The system could then independently adjust the shocks to reduce body roll, control weight transfer under acceleration and braking, and provide additional bottoming resistance during hard impacts.
Polaris advertised 25 inches of “usable travel” at both ends. That figure should not be confused with wheel travel. Usable travel measured the vertical distance from the bottom of the tire at full suspension droop to the skid plate at full compression, with four inches of ground clearance remaining at full bump. Actual wheel travel was 19 inches in front and 21 inches in the rear.
FOX 3.0 Internal Bypass Live Valve shocks worked with DYNAMIX Active Suspension.
32-Inch ITP Coyote Tires
The Turbo S was introduced as the first production side-by-side equipped with 32-inch tires from the factory. The eight-ply ITP Coyote tires helped provide 16 inches of ground clearance and gave the RZR a larger footprint for desert, dune and rock terrain.
The factory tire size was significant because the steering, clutching, suspension and drivetrain were engineered around the additional rotating mass and leverage. Owners no longer had to install larger tires on a platform originally designed around a smaller diameter and then address the resulting clutching, gearing or durability compromises.
168-Horsepower Turbocharged Engine
Polaris retained the 168-horsepower turbocharged ProStar engine used in the contemporary RZR XP Turbo. Although the Turbo S did not introduce a major horsepower increase, its power delivery was recalibrated with more aggressive throttle mapping.
The clutch housing was also redesigned to improve airflow and reduce belt temperatures. With 25 percent more power-steering assist, the Turbo S remained relatively easy to steer despite its wider suspension and larger tires.
Top speed was electronically limited to approximately 85 mph. In our testing, the engine provided plenty of power for the chassis, particularly when combined with the added stability of the 72-inch stance.
Updated Cockpit and RIDE COMMAND
The cockpit retained the familiar upright RZR seating position and good forward visibility while adding several premium features. Equipment included a flat-bottom SPARCO steering wheel, four-point harnesses and a seven-inch RIDE COMMAND display mounted in the center dash.
RIDE COMMAND displayed vehicle information, mapping and DYNAMIX suspension activity. The Turbo S also received an aluminum roof, LED lighting and a lower-profile ROPS that helped distinguish it from the standard RZR XP Turbo.
The Turbo S came with bolstered seats and factory four-point harnesses.
The center-mounted seven-inch RIDE COMMAND display also showed DYNAMIX suspension information.
2018 Polaris RZR XP Turbo S Specifications
| Engine | Turbocharged ProStar twin-cylinder |
|---|---|
| Horsepower | 168 hp |
| Overall width | 72 inches |
| Front wheel travel | 19 inches |
| Rear wheel travel | 21 inches |
| Advertised usable travel | 25 inches front and rear |
| Shocks | FOX 3.0 Internal Bypass Live Valve |
| Suspension control | DYNAMIX Active Suspension |
| Tires | 32-inch, eight-ply ITP Coyote |
| Ground clearance | 16 inches |
| Safety restraints | Four-point harnesses |
| Instrumentation | Seven-inch RIDE COMMAND display |
| 2018 starting price | $27,499 USD |
| Original colors | Indy Red and Polaris Blue |
2018 Polaris RZR XP Turbo S dimensions and measurements.
How the Turbo S Performed in the Real World
The launch specifications only told part of the story. UTV Guide tested the RZR XP Turbo S across multiple types of terrain to determine how its width, suspension and stronger components performed outside a controlled media introduction.
- RZR XP Turbo S first ride and desert review
- RZR XP Turbo S rock-crawling review
- RZR XP Turbo S vs. Can-Am Maverick X3 X rc in the dunes
- Testing lower transmission gears in our RZR XP Turbo S
Our testing confirmed that the Turbo S was much more than a wider RZR. It felt stout, stable and well suited to rough terrain. The combination of factory 32-inch tires and active suspension was particularly impressive in the desert and dunes.
The biggest weakness was its tall low-range gearing. With low range capable of approximately 45 mph, it was not ideal for slow technical rock crawling. We eventually tested lower transmission gearing to improve control in that terrain.
The Turbo S Legacy
The original two-seat RZR XP Turbo S established a new performance direction for Polaris. Later in 2018, Polaris expanded the concept with the four-seat RZR XP 4 Turbo S, giving families and groups the same 72-inch stance, DYNAMIX suspension and factory 32-inch tires.
Polaris eventually moved its flagship models into the newer PRO platform, including the Turbo R and Pro R. Even so, the Turbo S remains historically important because it demonstrated how much capability could be gained by designing an entire RZR around a wider stance, larger tires and electronically controlled suspension.
For buyers researching a used machine, the Turbo S still offers a compelling combination of power, visibility, maneuverability and suspension performance. Its 168 horsepower may no longer lead the modern sport UTV market, but the overall package remains capable in the desert, dunes and recreational rock terrain.
