Originally published following the 2011 Polaris RZR XP 900 media introduction.
By Jon Crowley
I traveled to Phoenix, Arizona, for one of the most anticipated UTV media events of 2011: the first opportunity to drive the new Polaris RZR XP 900. Polaris had revealed the machine on January 1, and its 88-horsepower ProStar engine, 64-inch chassis and trailing-arm rear suspension immediately suggested that this was much more than another version of the RZR 800.
The event gave us a chance to find out whether the XP 900’s impressive specifications translated into better performance on the trail. After driving it at the Boulders OHV Area north of Phoenix, the answer was clear. The RZR XP 900 represented a major step forward for the sport UTV category.
Waiting to Drive the New RZR XP 900
Like many sport UTV enthusiasts, I was glued to my computer on New Year’s Eve as Polaris prepared to reveal its newest machine. I expected the company to raise the performance bar beyond the Polaris RZR S 800, but I did not know how far it would go.
The answer was the 2011 Polaris RZR XP 900, powered by an entirely new 875cc ProStar parallel-twin engine and built around a wider, performance-oriented chassis.
After studying the photos, specifications and videos released by Polaris, I could not wait to get behind the wheel. A few weeks later, I was on a plane to Phoenix to join other members of the off-road media.
Polaris had effectively taken over the hotel. RZR and RANGER models lined the parking lot and entrance, Polaris banners were everywhere, and Victory motorcycles were also on display. It was obvious that this was an important introduction for the company.
Testing at the Boulders OHV Area
The following morning, we boarded a bus for the Boulders OHV Area north of Phoenix. The riding area offered a useful mix of terrain for evaluating a new sport UTV, including tight corners, large whoops, sandy washes, hills and several abrupt g-outs.
I teamed up with Joey D. from UTVUnderground.com and climbed into one of the RZR XP 900 test vehicles. Joey drove the first loop, which covered approximately 10 miles through the desert.
Even from the passenger seat, it did not take long to recognize the XP 900’s potential.
ProStar 900 Engine Performance
The first noticeable difference was the sound. The XP 900 did not sound like the familiar RZR 800. Its 875cc engine produced a deeper exhaust note that immediately hinted at the additional performance available under the throttle.
The dual-overhead-cam, four-valve-per-cylinder ProStar 900 was a clean-sheet engine designed specifically for the RZR XP platform. Polaris rated it at 88 horsepower, a substantial output for a production UTV in 2011.
The specifications were impressive, but the acceleration made the greater impact from behind the wheel. Throttle response was immediate, and the engine had enough power to push you firmly back into the seat. Combined with the vehicle’s relatively light weight, the ProStar engine gave the XP an exceptional power-to-weight ratio.
We did not have a long, flat road where I could confirm maximum speed, but it was easy to believe the XP could approach 70 mph under the right conditions. More important than the number was how quickly and willingly it accelerated through the desert.
For a closer look at the engine’s development and major components, see our inside look at the Polaris ProStar 900 twin.
Trailing-Arm Suspension Changes the RZR
Once the initial excitement over the engine settled down, the suspension became the XP 900’s next standout feature.
The front suspension used dual A-arms that placed each wheel approximately two inches farther out than on the RZR S. This helped create the XP’s 64-inch stance and provided 13.5 inches of front-wheel travel.
The more significant change was at the rear. Polaris replaced the conventional rear suspension layout with a three-link trailing-arm system providing 14 inches of travel. The design allowed the rear wheels to move through their travel with less unwanted geometry change and helped maintain a useful tire contact patch while cornering.
The RZR XP could carry speed through whoops, washes and rough transitions with considerably more composure than previous stock RZR models. The suspension absorbed terrain that would have required a slower approach in earlier machines.
We ran the FOX 2.0 shocks at their factory settings during the event. For extended riding in terrain like the Boulders OHV Area, I would have experimented with slightly softer low-speed compression settings. That adjustment could be made with a few clicks and likely would have helped the machine settle into some of the smaller desert chop.
Low Seating Position and Confident Handling
Existing RZR S owners would have found the XP 900 cockpit immediately familiar. The seating position, controls and general layout still felt like a RZR, even though the performance envelope had moved substantially higher.
Polaris positioned the engine behind the seats, helping keep the occupants low in the chassis. Combined with the 64-inch width and revised suspension, that low seating position gave the XP 900 a planted, agile feel.
The best description at the time was that it felt like a slot car on steroids. It changed direction quickly, remained stable in corners and never gave us the impression that it was close to lifting onto two wheels.
The power attracted the initial attention, but the balance between acceleration, suspension and a low center of gravity made the complete package work.
First-Drive Verdict
The 2011 Polaris RZR XP 900 delivered the performance its specifications promised. It was dramatically faster than the original RZR platform, but Polaris did not simply add a more powerful engine. The wider chassis, long-travel suspension and new trailing-arm rear design gave drivers the control needed to use that power.
Looking back, this media introduction marked an important point in sport UTV development. The XP 900 established the basic formula that would shape many future high-performance side-by-sides: substantial engine output, a wide stance, long suspension travel and a chassis designed for aggressive recreational driving.
My time at Boulders was only a first impression, but it convinced me that the XP 900 was going to be a major success. I left Arizona eager to spend more time in one—which eventually led to buying, modifying, racing and exploring with our own machine. That complete experience is documented in our 2011 Polaris RZR XP 900 long-term review and build.
2011 Polaris RZR XP 900 Action Photos
RZR XP 900 White Lightning Limited Edition
PURE Polaris RZR XP Accessories
Polaris also displayed a selection of factory accessories developed for the new RZR XP 900.
See our separate guide to the original Polaris RZR XP 900 accessories for additional details.
Inside the ProStar 900 and Drivetrain
ProStar 900 Parallel-Twin Engine
Transmission
46mm Throttle Bodies
Air Intake
Charging and Lubrication Systems
Front Drive Sprague Carrier
The comparison shows the pre-2011 component on the left, the 2011 RZR component in the middle and the new billet sprague carrier developed for the RZR XP 900 on the right.
