The original 2008 Polaris RANGER RZR 800 changed what enthusiasts expected from a side-by-side. At a time when most UTVs were designed primarily for work, Polaris introduced a compact 50-inch machine with a low seating position, strong acceleration and a chassis built around recreational trail performance.
Before its release, enthusiasts had heard rumors about a performance-oriented machine described as the RANGER’s “evil twin.” When the RZR finally appeared, it was smaller, lighter and faster than the utility-oriented side-by-sides that dominated the market.
We had an opportunity to drive one of the first RZR 800s during the inaugural UTV Rally in Moab, Utah, in June 2007. Even after a short test drive, it was clear that Polaris had created something fundamentally different.
This review preserves our original impressions while adding the context gained from years of driving, modifying and watching the RZR platform evolve. For the complete model timeline, see our history of the Polaris RZR.
2008 Polaris RZR 800 Review: Quick Takeaways
- Best qualities: Strong acceleration, compact dimensions, low seating position and excellent trail agility
- Biggest limitation: Limited ground clearance for rocks, dune transitions and deeply rutted trails
- Important early-model concerns: Air-intake sealing, exhaust heat, voltage-regulator placement and age-related chassis damage
- Historical importance: The RZR 800 established the template for the modern sport side-by-side
Our First Drive at the 2007 UTV Rally in Moab
KMS Performance allowed us to take its new Polaris RZR 800 for a test drive during the 2007 UTV Rally in Moab. The RZR immediately felt quicker and more responsive than the recreational side-by-sides we had previously driven.
The 760cc twin-cylinder EFI engine delivered smooth power and had enough torque to spin the rear tires on loose soil. Acceleration was one of the RZR’s defining characteristics, especially compared with machines such as the Yamaha Rhino 660.
Throttle response was sensitive. Small pedal movements produced an immediate reaction, which made the RZR exciting at speed but more difficult to drive smoothly over slow, technical terrain. Polaris improved low-speed throttle control on subsequent versions by revising the pedal area and adding a heel pocket.
Although the RZR looked extremely narrow from the front, it did not feel unusually small with two occupants aboard. It climbed several rock obstacles without difficulty and accelerated to its top speed remarkably quickly for a stock side-by-side of that period.
A New Kind of Side-by-Side
Polaris originally positioned the RZR as the performance-oriented counterpart to the RANGER. It retained useful features such as a small cargo bed and receiver hitch, but its proportions and driving position showed that recreation had become the priority.
The 50-inch width was particularly important. The RZR could access many trails that excluded wider side-by-sides, yet its low center of gravity and 77-inch wheelbase helped it feel more stable than its narrow stance suggested.
At 102 inches long, the RZR was also compact enough to load sideways on some trailers while remaining within the commonly accepted 102-inch highway-width limit. Its relatively small footprint made it easier to transport and maneuver than many competing UTVs.
760cc EFI Twin-Cylinder Engine
The 2008 RZR was powered by a liquid-cooled 760cc, even-firing, twin-cylinder engine with electronic fuel injection. The engine was mounted transversely behind the seats, helping Polaris package the drivetrain into the RZR’s short chassis.
Electronic fuel injection was an important advantage for riders who traveled between elevations. The system automatically compensated for changes in altitude, temperature and atmospheric pressure without requiring carburetor jetting changes.
The engine was related to the twin used in the Sportsman 800 EFI ATV, so Polaris was not beginning with a completely unproven powerplant. In the lighter RZR chassis, it provided a major performance advantage over the utility-based side-by-sides that dominated the market.
Power-to-Weight and Performance
With a claimed dry weight of approximately 945 pounds, the original RZR was light by modern side-by-side standards. Combining that low weight with the responsive EFI twin gave the RZR acceleration that immediately separated it from the Yamaha Rhino, Arctic Cat Prowler and other early UTVs.
Period testing put the original RZR’s top speed at approximately 55 mph in stock form. That figure seems modest compared with today’s turbocharged sport UTVs, but it was exceptional when the RZR arrived.
Its performance was not limited to hardpack. A stock RZR could climb Sand Mountain in Nevada, where stock utility-oriented machines often struggled to maintain momentum. The combination of engine power, relatively low weight and On-Demand AWD made a substantial difference in the dunes.
Low Center of Gravity
One of the most important parts of the RZR design was its low seating position. Mounting the engine behind the occupants allowed Polaris to position the seats substantially lower than those in conventional utility UTVs.
The RZR looked narrow, but the lower seating position reduced the top-heavy feeling common in early side-by-sides. It also gave the driver a more connected, automotive-style driving position that became a defining characteristic of later sport UTVs.
Suspension and Handling
The RZR used double-A-arm front suspension and Polaris Rolled Independent Rear Suspension. It offered 9 inches of front travel and 9.5 inches at the rear—useful numbers when many contemporary UTVs provided approximately 7 inches of travel.
The rear suspension was angled so the wheels moved slightly rearward as they compressed. Polaris described this as recessional wheel travel, intended to help the suspension absorb square-edged impacts.
Front and rear anti-sway bars controlled body roll and helped the RZR corner flatter. The tradeoff was reduced suspension articulation on slow, off-camber rock obstacles. Some owners removed the front sway bar when building their machines for dunes or technical trails, although doing so also changed the RZR’s cornering behavior.
Polaris quickly demonstrated how much more performance the platform could support. The wider 2009 Polaris RZR S 800 expanded the formula with a 60.5-inch stance, 12 inches of suspension travel, FOX Podium shocks and 12.5 inches of claimed ground clearance.
On-Demand All-Wheel Drive
A dash-mounted switch allowed the driver to select two-wheel drive or Polaris On-Demand AWD. With AWD enabled, the system detected rear-wheel slip and automatically sent power to the front wheels. Once additional traction was no longer needed, it returned to rear-wheel drive.
Two-wheel drive was often more entertaining in open dunes because it allowed the RZR to rotate and slide more easily. AWD was valuable for climbing steep hills and maintaining forward progress on loose or uneven terrain.
Interior and Driving Position
The original RZR included bucket seats, tilt steering, an adjustable driver’s seat and an adjustable passenger grab bar. These features reinforced the RZR’s performance-oriented driving position.
The seats provided better support than the bench-style arrangements found in many utility UTVs, although they were still relatively firm and thin. At 6 feet 1 inch tall, I found the cockpit slightly tight and would have preferred more legroom.
The tilt steering wheel was useful, but the original assembly did not feel especially substantial. The seat belts could also resist extraction when the vehicle was parked on uneven ground. Many enthusiasts eventually installed aftermarket seats and harnesses as part of their RZR builds.
Side Nets and Occupant Protection
Polaris equipped the RZR with deep footwells and side nets intended to help keep occupants’ arms and legs inside the vehicle. The production net arrangement provided more coverage than the setup shown on early preproduction machines, but it was cumbersome to use and detracted from the RZR’s otherwise clean appearance.
Ground Clearance Was the Biggest Limitation
Polaris advertised 10 inches of ground clearance, but the usable clearance beneath the chassis felt lower in real-world conditions. The RZR frequently contacted rocks and trail obstacles, and its belly could drag when crossing sharp dune ridges.
For technical trail riding, this was the original machine’s most noticeable weakness. Skid plates, larger tires and long-travel suspension became popular upgrades as owners pushed the RZR into increasingly difficult terrain.
Our own Polaris RZR 800 long-travel suspension project demonstrated how dramatically a wider suspension system and properly tuned shocks could improve comfort, stability and confidence.
Cargo Bed and Utility Features
The rear cargo bed was small compared with the beds on work-oriented UTVs, but it retained enough capacity for tools, a cooler or trail gear. Polaris rated the bed for 300 pounds and included Lock & Ride mounting points for accessories.
The RZR also came with a 1.25-inch receiver and a claimed towing capacity of 1,500 pounds. In practice, owners needed to be careful about tongue weight. We bent the receiver mount while towing a wood splitter a short distance, even though the splitter placed relatively little tongue weight on the hitch.
The rear differential remained locked, which helped maintain traction but increased tire scrub during tight turns and made the RZR less suitable for driving across lawns or other delicate surfaces.
Park Position Without a Separate Parking Brake
The RZR did not have a separate mechanical parking brake. Selecting Park in the transmission locked the drivetrain, which was convenient but offered no independent backup when the vehicle was parked on a steep incline. Owners needed to make sure the transmission was fully engaged in Park before exiting the vehicle.
Early 2008 Polaris RZR Problems
The first model year introduced several trouble spots that prospective used-RZR buyers should understand. Some were corrected or improved for 2009.
Air-Intake Sealing
Early machines experienced problems with dust and debris getting past the air-intake system. Polaris issued a technical service bulletin for certain units manufactured before August 2007. Later machines received intake revisions, and the 2009 RZR used a larger airbox and an improved connection at the throttle body.
Anyone purchasing an early RZR 800 should inspect the complete intake tract, airbox sealing surfaces and throttle-body boot. Signs of dust downstream of the filter deserve particular attention.
Exhaust Heat
The transverse engine placement required the exhaust to make a tight bend near the passenger-side bodywork. Heat from the exhaust could damage or melt adjacent plastic on some early machines. Polaris revised this area on later models.
Voltage-Regulator Location
The 2008 voltage regulator was mounted beneath the driver’s seat, where it received little cooling airflow. Excessive heat could cause charging problems, warning-light activation or regulator failure.
For 2009, Polaris relocated the regulator near the radiator, where it could receive substantially more cooling airflow.
Radiator-Hose Routing
The routing of one front radiator hose placed it close to the passenger-side shock spring. Owners should inspect the hose for rubbing, abrasion or evidence that it has contacted the coil spring.
Frame and Chassis Inspection
The original RZR was remarkably light, but its frame was not designed around the size, power and aggressive driving associated with modern sport UTVs. Prospective buyers should inspect an early machine for cracks, bent tubes, damaged suspension mounting points and evidence of poorly executed frame repairs.
2008 Polaris RZR 800 Specifications
| Engine | 760cc liquid-cooled, even-firing twin-cylinder EFI |
|---|---|
| Transmission | Automatic PVT with high, low, neutral, reverse and park |
| Drive system | Selectable 2WD with On-Demand AWD |
| Front suspension | Double A-arm with 9 inches of travel |
| Rear suspension | Rolled Independent Rear Suspension with 9.5 inches of travel |
| Claimed ground clearance | 10 inches |
| Claimed dry weight | 945 pounds |
| Width | 50 inches |
| Length | 102 inches |
| Height | 69 inches |
| Wheelbase | 77 inches |
| Fuel capacity | 7.25 gallons |
| Front tires | 25 x 8-12 |
| Rear tires | 25 x 10-12 |
| Cargo-bed capacity | 300 pounds |
| Claimed towing capacity | 1,500 pounds |
| Original MSRP | $10,299 |
How the Original RZR Changed the UTV Market
The RZR did not invent the side-by-side, but it helped establish the sport side-by-side as a distinct category. Its low seating position, compact width, responsive engine and recreational focus provided a foundation that Polaris and the rest of the industry would develop for decades.
The original 50-inch RZR led directly to the wider RZR S, the four-seat RZR 4 800 and eventually the high-performance RZR XP family. It also created one of the most active aftermarket segments the UTV industry had seen.
We eventually transformed an early machine through our 2008 Polaris RZR 800 Second Wind buildup, adding power, suspension and other upgrades that demonstrated how much potential existed within the original platform.
Final Verdict
The 2008 Polaris RZR 800 was not perfect. Ground clearance was limited, throttle response could be abrupt, the cockpit was tight for taller drivers and the first model year introduced several intake, heat and electrical concerns.
Those shortcomings did not outweigh what Polaris got right. The RZR was light, fast, agile and narrow enough for ATV trails. More importantly, it was built around the idea that a side-by-side could be entertaining to drive—not merely useful around a farm or job site.
Our first drive in Moab confirmed that the RZR was more than the RANGER’s so-called “evil twin.” It was the beginning of a new sport-UTV category and one of the most influential side-by-sides ever produced.
2008 Polaris RZR 800 FAQ
What engine is in the 2008 Polaris RZR 800?
The 2008 RZR 800 uses a liquid-cooled 760cc, even-firing, twin-cylinder engine with electronic fuel injection.
How wide is a 2008 Polaris RZR 800?
The original RZR 800 is 50 inches wide. Its narrow dimensions allowed it to access many width-restricted ATV trails.
How fast is the original Polaris RZR 800?
Period testing put the original RZR 800’s top speed at approximately 55 mph, which was exceptionally fast for a production side-by-side when it was introduced.
What are the common problems with a 2008 Polaris RZR 800?
Areas to inspect include air-intake sealing, exhaust heat near the passenger-side plastic, radiator-hose clearance, the under-seat voltage regulator and the frame around suspension mounting points. Maintenance history and evidence of dust entering the engine are especially important when evaluating a used machine.
Was the first Polaris RZR a 2007 or 2008 model?
Polaris introduced the RANGER RZR during 2007 as a 2008 model-year vehicle. That is why early coverage and photographs may reference both years.
Is the original RZR 800 still worth buying?
A well-maintained RZR 800 can remain a fun, compact trail machine, but buyers should consider its age, condition and parts requirements. It lacks the ground clearance, suspension refinement, occupant protection and interior space of newer sport UTVs, so condition matters more than the asking price alone.
