Originally published September 27, 2013. This trip report documents a Rubicon Trail ride filmed with Destination Polaris in June 2013. Two nearly stock Polaris RZR S 800s joined three modified RZR XP 900s and demonstrated how well the compact RZR S platform worked in technical rocks.
By Jon Crowley, UTVGuide.net
The Polaris RZR S 800 was introduced for 2009, only one model year after Polaris changed the recreational side-by-side market with the original 50-inch RANGER RZR. By widening the platform to approximately 60 inches and adding longer-travel suspension, Polaris created one of the first factory sport UTVs intended for more aggressive trail riding.
The RZR S offered a claimed top speed of approximately 63 mph, but speed was only part of its appeal. Its compact wheelbase, relatively light weight and dual-A-arm rear suspension also made it an unusually promising platform for technical trails.
Polaris raised the performance bar again with the RZR XP 900 for 2011. Its stronger engine, longer suspension travel and high-speed stability quickly made the XP the preferred RZR for dunes and open desert riding. For more context on how these machines shaped the category, see our complete history of the Polaris RZR.
I had spent considerable time rock crawling with a RZR XP 900, much of it connected to the King of the Hammers UTV race. The XP combined fast desert suspension with dimensions that were still manageable in the rocks. At the 2013 King of the Hammers UTV race, RZR XP 900s filled the podium and were the only UTVs to finish.
King of the Hammers, however, demanded a vehicle that could move quickly across the desert and remain maneuverable in difficult rock sections. The Rubicon presented a different question: Could the smaller and less powerful RZR S actually be the better stock rock-crawling platform?
Planning a Rubicon Trail Trip With Destination Polaris
I met the crew from Destination Polaris at King of the Hammers earlier that year, and we began discussing a Rubicon Trail episode. Jared agreed that the combination of UTVs, technical rocks and Sierra Nevada scenery could make a great show, so we started planning a June trip.
The production crew normally arrived at a riding destination and used a new vehicle supplied by a local Polaris dealer. Because they needed to carry cameras and other equipment, they often selected a RANGER XP or RZR XP 4 for the extra capacity.
Jared initially ordered a RZR XP 4 through the local dealer. When I learned which model had been selected, I explained that the XP 4’s longer wheelbase could be a disadvantage on the Rubicon’s tight turns and breakover obstacles. A two-seat RZR XP 900 or RZR S 800 seemed better suited to the route.
After discussing the options with Jared and Rick from Placerville Polaris, we decided to use the RZR S.
Preparing Two Nearly Stock RZR S 800s
Rick arranged two RZR S models equipped with factory electronic power steering. EPS is valuable during almost any long trail ride, but it becomes especially useful when repeatedly turning the tires against rocks at low speed.
Because both machines would be sold after the trip, Rick also wanted to protect their undersides and rocker panels. The Rubicon’s granite can quickly damage an inadequately protected UTV, so I recommended UHMW skid plates, rocker protection and A-arm guards from Factory UTV.
UHMW is well suited to technical rock trails because it can absorb impacts and slide across rocks. Unlike thinner metal protection, it is less likely to remain bent after a hard hit.
I brought the RZR XP 900 that I had raced at King of the Hammers. Two additional RZR XPs joined us, giving the group three modified XP 900s and two nearly stock RZR S 800s.
All three XP 900s wore 30-inch tires and looked at home on the Rubicon. The RZR S machines appeared considerably smaller on their stock 26-inch Maxxis Bighorns. I hoped we could complete the trip without damaging either of the dealer-supplied vehicles.
Entering the Rubicon Trail
Jared drove one RZR S. Mike and Chad, both members of Polaris’ regional sales team, shared the other. None of them had significant rock-crawling experience, so I offered a few basic tips about tire placement, maintaining controlled momentum and avoiding unnecessary wheelspin.
We entered from the Loon Lake side and headed past Gatekeeper. I watched the RZR S drivers in my mirror, expecting that I would need to stop and spot them through some of the larger obstacles.
Instead, they made the first section look surprisingly easy. The compact RZRs followed the terrain well, and both drivers quickly became comfortable placing the tires in the rocks.
We stopped frequently so the Destination Polaris crew could capture video before reaching our campground near Little Sluice. Driving my RZR XP through the rocks brought back memories of racing at King of the Hammers. Part of me wanted to pick up the pace, while the more responsible part wanted to make sure the first-time rock crawlers reached camp without damaging the new machines.
They continued to surprise me. The RZR S drivers maintained a good pace, and I rarely needed to leave my vehicle to spot them.
Taking the Stock RZR S Through Little Sluice
After setting up camp, we walked over to Little Sluice so everyone could inspect the obstacle. Little Sluice had changed considerably by 2013. The enormous rocks and deep holes that had defined the section years earlier had been altered when some of the largest boulders were broken up and fill material was added.
It was easier than the historic version, but it remained a legitimate rock obstacle—especially for stock UTVs on 26-inch tires.
I planned to take my modified RZR XP through it the following morning. Half joking, I suggested that Jared and Mike should also try Little Sluice in the RZR S machines. Both immediately agreed.
After breakfast and several video interviews the next morning, we returned to Little Sluice. I went first in the XP. Although many King of the Hammers obstacles were more difficult, I was being filmed for television and wanted to choose a clean line.
Jacquelyne Theisen, then Trail Boss for Friends of the Rubicon and a RZR XP owner, helped me work through the section. Everything went smoothly until I reached a rock that required the driver-side front tire to climb while gravity pushed the vehicle toward the same side.
I did not like the steering angle required by my first approach, so I backed up several times and selected a safer line. Once repositioned, the XP went through without a problem.
The two RZR S machines were next. We had not carried spare suspension parts or even a spare 26-inch tire for them, so getting both through without damage was the priority.
I reviewed the route with Jared and Mike and pointed out the most important tire placements. The narrower RZR S track also opened an alternative line around the rock that had caused difficulty for my wider XP.
Jared started first and quickly worked through the lower portion. I found myself doing less spotting and more hiking alongside the vehicle. He climbed one ledge that I expected to be difficult with the smaller tires, then squeezed past the troublesome rock on the high side.
Mike followed. He had memorized Jared’s route and drove through without missing a line. Both stock RZR S machines completed Little Sluice far more easily than I had expected.
Returning to Camp and the Trailhead
After a short celebration, I led the group back toward camp using the bypass. That section contained its own challenges for machines on 26-inch tires.
My XP had 30-inch GBC Kanati Mongrel tires, giving it additional ground clearance over the stock machines. Even with that advantage, I did not have to wait for the RZR S drivers. They moved through several areas that I had expected would require spotting.
Once we completed the filming and packed our gear, we headed back toward the trailhead. Without the frequent camera stops, we could finally maintain a natural trail pace. Jared stayed close behind my XP, while Mike and Chad were never far behind him.
The only damage suffered by any vehicle during the trip was a rock knocking a hubcap from Jared’s RZR S.
Why the RZR S Worked So Well on the Rubicon
The trip gave Destination Polaris excellent footage, but it also changed my opinion of the RZR S 800. Jared, Mike and Chad were experienced UTV drivers who listened well, but none arrived with meaningful rock-crawling experience. The vehicles helped make their introduction to the Rubicon remarkably uneventful.
At the time, I came away believing that the RZR S was one of the most capable stock UTVs available for the Rubicon. Other than Factory UTV underbody protection and factory EPS, both machines remained essentially stock.
Several characteristics made the RZR S particularly effective in technical terrain:
- Compact 60-inch width: The RZR S could fit between rocks that forced wider machines onto more difficult lines.
- Dual-A-arm front and rear suspension: The rear A-arms gave the tires an opportunity to contact and climb obstacles without a long trailing arm reaching the rock first.
- Short wheelbase: Compared with the RZR XP 900, the RZR S offered a tighter turning radius and was less likely to become high-centered across closely spaced obstacles.
- Relatively low weight: The lightweight chassis was easier to maneuver and placed less load on the tires and drivetrain.
- Electronic power steering: EPS reduced steering effort and kickback while positioning the front tires against rocks.
- Manageable power delivery: Although it lacked the XP 900’s horsepower, the RZR S delivered enough power for the trail without overwhelming its stock tires.
How I Would Have Built a Rubicon RZR S
If I had been preparing a RZR S specifically for the Rubicon in 2013, I would have retained the vehicle’s compact dimensions while addressing protection, clearance and occupant safety.
- Install full UHMW skid plates, rocker protection and A-arm guards.
- Replace the original nets with secure doors.
- Add a roof for protection from weather and overhead hazards.
- Increase spring preload slightly to recover ground clearance when carrying gear.
- Move from the stock 26-inch tires to a durable set of approximately 28-inch tires.
- Carry a spare tire, tools, recovery equipment and commonly needed replacement parts.
I also wanted Polaris to provide a driver-selectable rear differential lock. Being able to unlock the rear differential independently from the all-wheel-drive system would have reduced tire scrub and tightened the turning radius in confined areas. Locking it only when additional traction was required could also have reduced unnecessary drivetrain stress.
Modern UTVs offer substantially more power, suspension travel and ground clearance, but larger dimensions do not automatically make a machine better on a tight rock trail. This trip demonstrated how effective a compact, lightweight side-by-side could be when paired with good underbody protection, careful tire placement and patient driving.
After their successful Little Sluice runs, I teased Jared and Mike that they were ready to enter the following year’s King of the Hammers UTV race in a RZR S—or perhaps a long-travel RZR 570. They did not take the bait, but it would have made another memorable episode.
