By Jon Crowley. Photos by Jon and David Crowley.
The 2016 Polaris RZR XP Turbo arrived with 144 horsepower, launching another round of arguments about drag races and which turbocharged UTV was fastest. We were more interested in what Polaris had changed beneath the headline horsepower—and whether its first factory-turbocharged RZR could deliver smooth, controllable power in technical terrain.
Instead of taking our new XP Turbo directly to the dunes, we headed for the rocks of California’s Barrett Lake Jeep Trail. The goal was to evaluate its low-speed throttle response, clutch engagement, gearing, suspension and overall rock-crawling capability.
More Than an XP 1000 With a Turbo
Polaris could have added forced induction to the existing ProStar 999cc engine and called it finished. Instead, it developed a 925cc ProStar Turbo engine and strengthened the supporting drivetrain to handle the additional power and torque.
The engine incorporated forged pistons, a forged crankshaft with a 270-degree firing order, high-strength connecting rods, a closed-deck cylinder, sodium-filled exhaust valves and a revised lubrication system. Polaris rated it at 144 horsepower and 105 pound-feet of peak torque, with 80 percent of that torque available by 3,500 rpm.
Polaris also developed a stronger driveline rather than asking the existing XP 1000 components to manage the additional output. The XP Turbo received a new high-performance PVT system with upgraded clutches and drive belt, a stronger transmission with geared reverse and reinforced shafts, and a high-flow clutch cooling system designed to reduce belt and clutch temperatures.
These changes mattered during our rock test. High horsepower is valuable in open terrain, but predictable clutch engagement and smooth power delivery are much more important when placing a tire precisely on a ledge.
Preparing the XP Turbo for Barrett Lake
Before tackling Barrett Lake, we took the RZR to Factory UTV for underbody protection. Factory UTV installed a UHMW skid plate along with rock sliders and A-arm and trailing-arm guards. Most of the existing XP 1000 protection fit, although the area beneath the Turbo’s transmission required a different configuration.
We also replaced the stock 29-inch Maxxis Bighorn tires to gain ground clearance and add beadlock wheels. Our setup used 30-inch Moto Race Tire Crawlers mounted on 15-inch OMF Performance billet-center beadlock wheels.
RZR XP Turbo Wheel-Clearance Warning
The XP Turbo used larger front brake calipers than the XP 1000, creating an important wheel-fitment consideration. Our 15-inch wheels with flat billet centers cleared the calipers, but similarly constructed 14-inch wheels interfered with them.
Many cast wheels may provide adequate clearance because their centers and fasteners are shaped differently. However, owners should verify caliper clearance before purchasing wheels originally designed for an XP 1000. Wheel diameter alone does not guarantee a proper fit.
Testing on Barrett Lake Jeep Trail
We loaded the XP Turbo alongside our King of the Hammers-tested Polaris RZR S 900 and headed to the Barrett Lake Jeep Trail in California’s Eldorado National Forest.
Barrett Lake is a technical, dead-end rock-crawling trail running approximately five to six miles from the gate near Dark Lake to Barrett Lake Campground. Its granite obstacles and terrain are similar to portions of the Rubicon Trail.
The route borders Desolation Wilderness and crosses environmentally sensitive terrain. Riders must remain on the designated motorized trail. Driving into the wilderness or leaving the established route can damage the area, result in fines and jeopardize future motorized access.
Sway Bars and Suspension Articulation
The RZR XP Turbo came with front and rear sway bars. That combination works well for controlling body roll during fast driving, as we experienced with our FOX Edition RZR XP 1000 in the dunes. In technical rocks, however, sway bars can limit independent wheel movement and reduce articulation.
We left both sway bars connected for this test to see how the stock configuration would perform.
As expected, the front suspension did not articulate as freely as an XP 1000 with its front sway bar disconnected. What surprised us was how little that limitation affected the XP Turbo on this particular trail. It lifted tires at times, but remained predictable and continued through the obstacles without forcing us to disconnect either bar.
More extreme terrain could reveal a larger difference. For mixed-use owners who regularly alternate between rocks and faster trails, a front sway-bar disconnect or carefully selected suspension setup could provide additional articulation without permanently sacrificing high-speed stability.
Smooth Turbo Power at Low Speed
Our biggest question involved low-speed control. The XP Turbo was designed to deliver serious acceleration, and some modified turbocharged UTVs of the period had abrupt throttle response at low rpm. That type of power delivery can make technical rock crawling difficult.
The factory XP Turbo behaved very differently. Its electronic throttle calibration was smooth and predictable, without the jumpy response we feared. The engine’s broad torque curve allowed us to ease into obstacles instead of attacking them with excessive wheel speed.
The redesigned clutch was another highlight. It engaged positively and felt better suited to low-speed work than the clutch in the naturally aspirated XP 1000. Combined with the Turbo engine’s low-rpm torque, it allowed the driver to maintain momentum without constantly stabbing the throttle.
The Weak Point: Low Radius Rods
The stock rear radius rods remained one of the XP platform’s vulnerable points. Their low mounting position exposed them to contact with rocks, and they were not shaped for maximum clearance.
Anyone preparing an XP Turbo for frequent rock crawling should consider higher-clearance radius rods and stronger protection. We addressed that and other weaknesses as the machine evolved into our complete Polaris RZR XP Turbo project build.
2016 RZR XP Turbo Rock-Crawling Verdict
The 2016 Polaris RZR XP Turbo proved far more capable in the rocks than its 144-horsepower marketing suggested. Its smooth throttle response, strong low-rpm torque, positive clutch engagement and proven XP chassis made it easy to control in technical terrain.
The connected front and rear sway bars reduced articulation, and the low factory radius rods remained vulnerable. Neither issue prevented the XP Turbo from completing the Barrett Lake trail, but both were areas worth addressing for a dedicated rock-crawling build.
For drivers who already liked the RZR XP 1000 in the rocks, the XP Turbo added substantially more power without sacrificing the low-speed control that technical trails demand. At the time, it would also have been our choice for a race combining high-speed desert sections with difficult rock obstacles, such as King of the Hammers.
After completing this first rock test, we took the machine into hot-weather dune conditions. Read our follow-up Polaris RZR XP Turbo sand dune review or follow the vehicle’s later trips and modifications in the complete RZR XP Turbo buildup.
