As a leader in recreation, sport and extreme-performance UTVs, Polaris doesn’t like to lose in any category. So when the Arctic Cat 700 Trail threatened the dominance of the original RZR 800s and 800 S 760cc twin, Polaris scrapped the inline twin in favor of ProStar technology and went with RZR XP chassis upgrades to create the all-new, 50-inch 2015 RZR 900 and 60-inch 900 S. While the Trail and Sport 900s are a bit detuned from the no-longer-produced XP 900’s 88-horsepower Prostar twin, the new 900 RZRs are lighter and have better power-to-weight ratios. Plus, they have updated cabins with more room and creature comforts. For 2015, the new RZR 900 covers the 50-inch segment; the new 900 XC Edition has a 55-inch width with EBS, Versa-Trak unlocking rear diff and IDD display; and the S 900 covers the 60-inch segment. Let’s dive into the S 900 now and we’ll report on the others later.
WHAT’S AN RZR S 900 EPS?
It’s way different from the RZR XP 900, although they share the ProStar 875cc inline twin engine. From the rear cage upright and forward, the S 900’s chassis, bodywork and cabin are shared with the XP1K, giving the 900 much more elbow and legroom in the cockpit than the original RZR 800. Front A-arms are shorter to deliver a 60-inch width, and they work with Fox Podium X 2.0 piggyback shocks to deliver 12.25 inches of front travel. Instead of XP-style trailing arms, the new S 900 has dual A-arm independent rear suspension with an anti-sway bar and Fox Podium X 2.0 piggyback shocks to deliver 13.2 inches of travel. Wheelbase is 2 inches longer at 79 inches, and the S 900s sport 27-inch tires instead of 26 inches ones like the old 800 S. Also, the 900 line gets a new, stiffer steering wheel and tighter turning radius thanks to a quicker-steering ratio (two turns, lock to lock).
It’s way different from the RZR XP 900, although they share the ProStar 875cc inline twin engine. From the rear cage upright and forward, the S 900’s chassis, bodywork and cabin are shared with the XP1K, giving the 900 much more elbow and legroom in the cockpit than the original RZR 800. Front A-arms are shorter to deliver a 60-inch width, and they work with Fox Podium X 2.0 piggyback shocks to deliver 12.25 inches of front travel. Instead of XP-style trailing arms, the new S 900 has dual A-arm independent rear suspension with an anti-sway bar and Fox Podium X 2.0 piggyback shocks to deliver 13.2 inches of travel. Wheelbase is 2 inches longer at 79 inches, and the S 900s sport 27-inch tires instead of 26 inches ones like the old 800 S. Also, the 900 line gets a new, stiffer steering wheel and tighter turning radius thanks to a quicker-steering ratio (two turns, lock to lock).
The new S 900 also sports the new close-ratio front differential that engages and locks quicker, and the frame is much more rigid than that of the original RZR 800. It also shares the dash with center storage area, backlit instrument panel, a larger glove box with new door latch, quarter doors, floor dead pedals, removable drains, and bolstered seats with Keep-Dry technology. Three-point seat belts have a new top mount to prevent neck chafing, and the buckles are improved. All-new 900 models also get the 1000’s larger 9.5-gallon fuel cell for extended fuel range, and the bigger XP-size battery has a 44 amp-hour capacity for powering accessories and 575 cold-cranking amps.
HOW DOES COST COMPARE?
The White Lightning S 900 without EPS is $14,699, while EPS S 900s are $16,499. The 2015 60-inch Can-Am Maverick 1000 X xc DPS is $18,299, while the new Wildcat 700 Sport is $13,399–$13,999 for non-EPS models and $15,699 for the EPS Limited Edition. The RZR 900 XC edition is $17,299.
The White Lightning S 900 without EPS is $14,699, while EPS S 900s are $16,499. The 2015 60-inch Can-Am Maverick 1000 X xc DPS is $18,299, while the new Wildcat 700 Sport is $13,399–$13,999 for non-EPS models and $15,699 for the EPS Limited Edition. The RZR 900 XC edition is $17,299.
WHAT KIND OF POWER DOES IT HAVE?
Rocket-sled power. Not only does the DOHC ProStar 875cc produce 75 horsepower, it has the best powerto- weight ratio of any RZR, with 6.1 horsepower for every 100 pounds of weight. That’s 40 percent more power and 14 percent more torque than the RZR 800 S it replaces. When you stab the throttle pedal, it responds immediately with the same transmission whine as an XP1K, but it’s 151 pounds lighter. The new S 900 rips from turn to turn, revs out to 70 mph and has plenty of ponies to turn larger tires.
Rocket-sled power. Not only does the DOHC ProStar 875cc produce 75 horsepower, it has the best powerto- weight ratio of any RZR, with 6.1 horsepower for every 100 pounds of weight. That’s 40 percent more power and 14 percent more torque than the RZR 800 S it replaces. When you stab the throttle pedal, it responds immediately with the same transmission whine as an XP1K, but it’s 151 pounds lighter. The new S 900 rips from turn to turn, revs out to 70 mph and has plenty of ponies to turn larger tires.
WHAT ABOUT THE 4WD DELIVERY?
It’s better than the original RZR 800’s! With the ProStar engine comes a highergrade transmission and CVT clutch and belt, and a new low-range ratio improves the package with 40-plus-mph top speed. That means fewer stops to change ratios when terrain changes. The new close-ratio, quick-engaging front diff also improves traction and the overall ride, and the CV axles are upgraded to handle the extra power as well, improving durability. It’s all top-shelf.
It’s better than the original RZR 800’s! With the ProStar engine comes a highergrade transmission and CVT clutch and belt, and a new low-range ratio improves the package with 40-plus-mph top speed. That means fewer stops to change ratios when terrain changes. The new close-ratio, quick-engaging front diff also improves traction and the overall ride, and the CV axles are upgraded to handle the extra power as well, improving durability. It’s all top-shelf.
HOW DOES THE 60-INCH RZR HANDLE?
Like a scalpel. We spent a day at Coral Pink Dunes and a day rock crawling at Hog Canyon 4×4 trails in Kanab, Utah, before hitting our regular UTV test grounds in California. The S 900 EPS is more agile than the 800 in tight stuff, thanks to the quicker steering ratio and despite the longer wheelbase, which adds to straight-line stability. The S 900 also has more travel and higher-grade suspension than the 800 S, and the more rigid tubular XP1K-based frame keeps handling predictable. It’s a blast on USFS roads, dunes and desert, and it rock crawls with confidence. It also has a 1.5-inchwider rear track than the 800 S yet retains its 60-inch width.
Like a scalpel. We spent a day at Coral Pink Dunes and a day rock crawling at Hog Canyon 4×4 trails in Kanab, Utah, before hitting our regular UTV test grounds in California. The S 900 EPS is more agile than the 800 in tight stuff, thanks to the quicker steering ratio and despite the longer wheelbase, which adds to straight-line stability. The S 900 also has more travel and higher-grade suspension than the 800 S, and the more rigid tubular XP1K-based frame keeps handling predictable. It’s a blast on USFS roads, dunes and desert, and it rock crawls with confidence. It also has a 1.5-inchwider rear track than the 800 S yet retains its 60-inch width.
WHAT ABOUT THE ALL-NEW SUSPENSION?
Also razor-sharp. While the 50-inch 900 has only preload-adjustable shocks (ditto the 800 and 800 S), the S 900 sports Fox Podium X 2.0 piggyback shocks with a compression-adjuster knob to quickly tune damping to trail conditions. Shock spring and damping rates are excellent for most conditions, and there’s more travel than with the old 800 S. Front travel on the S 900 is 12.25 inches, and the IRS rear delivers 13.2 inches of travel. Rear A-arms get a torsion bar to fight body roll, while the 50-inch 900 has front and rear sway bars.
Also razor-sharp. While the 50-inch 900 has only preload-adjustable shocks (ditto the 800 and 800 S), the S 900 sports Fox Podium X 2.0 piggyback shocks with a compression-adjuster knob to quickly tune damping to trail conditions. Shock spring and damping rates are excellent for most conditions, and there’s more travel than with the old 800 S. Front travel on the S 900 is 12.25 inches, and the IRS rear delivers 13.2 inches of travel. Rear A-arms get a torsion bar to fight body roll, while the 50-inch 900 has front and rear sway bars.
WHERE IS THE NEW S 900 EPS HAPPIEST?
Flicking from corner to corner, no matter where those corners are or what they’re made of. The S 900 is a blast to drive on mountain roads, USFS trails, dunes, wide-open desert and even tight trails. It’s a great duner, rock crawler and mud machine all in one. Ground clearance is 12.5 inches, and HCR Racing and High Lifter are already working on increasing clearance.
Flicking from corner to corner, no matter where those corners are or what they’re made of. The S 900 is a blast to drive on mountain roads, USFS trails, dunes, wide-open desert and even tight trails. It’s a great duner, rock crawler and mud machine all in one. Ground clearance is 12.5 inches, and HCR Racing and High Lifter are already working on increasing clearance.
HOW ABOUT THE BRAKES?
Also XP-grade! The S 900 has dualbore hydraulic front calipers and singlepuck rear calipers that are XP-strong, as are the eight-ply GBC Dirt Commander 27-inch meats. It stops as fast as it goes.
Also XP-grade! The S 900 has dualbore hydraulic front calipers and singlepuck rear calipers that are XP-strong, as are the eight-ply GBC Dirt Commander 27-inch meats. It stops as fast as it goes.
WHAT ABOUT TRAIL COMFORT?
It’s much better than the original RZR 800. EPS S 900s get a driver’sseat- adjustable seat rail, and the bolstered XP-style seats provide a much better platform and more secure seating position. A new thin film layer under the cover keeps the rider drier in wet conditions. The XP1K-size cab has more elbow room, and the longer wheelbase provides an inch more legroom. Molded-in dead pedals provide better footing, and there are two removable drains in the floor. Quarter doors are much better than the old nets, and new top harness mounts prevent inward rotation to prevent neck chafing. We also like the new steering wheel, glove box and center storage, and the rear-cage cross-member has mounts for harnesses. The S 900 even has a blue LED light under the dash like the XP1K.
It’s much better than the original RZR 800. EPS S 900s get a driver’sseat- adjustable seat rail, and the bolstered XP-style seats provide a much better platform and more secure seating position. A new thin film layer under the cover keeps the rider drier in wet conditions. The XP1K-size cab has more elbow room, and the longer wheelbase provides an inch more legroom. Molded-in dead pedals provide better footing, and there are two removable drains in the floor. Quarter doors are much better than the old nets, and new top harness mounts prevent inward rotation to prevent neck chafing. We also like the new steering wheel, glove box and center storage, and the rear-cage cross-member has mounts for harnesses. The S 900 even has a blue LED light under the dash like the XP1K.
WHAT IS OUR FINAL ANSWER?
As awesome and game-changing as the original RZR 800 and 800 S were, the next-generation RZR 900s are incredible replacements. The RZR S 900 has great acceleration and braking, and the suspension and handling are also next level. Not only is the cabin much bigger and more comfortable, the seats and belts are much more comfortable. The frame even has inside-the-tube wiring routes for adding a winch or roof light bar, and the new S 900 shares many of the 275 PURE Polaris RZR accessories with the XP1K.
As awesome and game-changing as the original RZR 800 and 800 S were, the next-generation RZR 900s are incredible replacements. The RZR S 900 has great acceleration and braking, and the suspension and handling are also next level. Not only is the cabin much bigger and more comfortable, the seats and belts are much more comfortable. The frame even has inside-the-tube wiring routes for adding a winch or roof light bar, and the new S 900 shares many of the 275 PURE Polaris RZR accessories with the XP1K.
SPECS
2015 POLARIS RZR S 900 EPS 4X4
2015 POLARIS RZR S 900 EPS 4X4
ENGINE/TRANSMISSION
Engine type Liquid-cooled, 8-valve, DOHC 4-stroke twin
Displacement ………………………………………. 875cc
Bore x stroke ………………….. 93mm x 64.4mm (x2)
Compression ratio …………………………………10.6:1
Lubrication system ……………………………Wet sump
Additional cooling …………………………………Auto fan
Induction ……………………… 46mm EFI throttle body
Starting/back-up …………………………… Electric/none
Starting procedure …………………Turn ignition switch
Air filter:
Type ………………………………………….. Paper pleat
Access …………….Tool-less, remove engine panel &
undo 2 straps
Transmission ……………… Dual-range CVT w/ reverse
Reverse procedure……….Move range selector to “R”
Drive system . Selectable 2WD/4WD w/ auto diff-lock
Final drives …………………………………………..Shafts
Engine type Liquid-cooled, 8-valve, DOHC 4-stroke twin
Displacement ………………………………………. 875cc
Bore x stroke ………………….. 93mm x 64.4mm (x2)
Compression ratio …………………………………10.6:1
Lubrication system ……………………………Wet sump
Additional cooling …………………………………Auto fan
Induction ……………………… 46mm EFI throttle body
Starting/back-up …………………………… Electric/none
Starting procedure …………………Turn ignition switch
Air filter:
Type ………………………………………….. Paper pleat
Access …………….Tool-less, remove engine panel &
undo 2 straps
Transmission ……………… Dual-range CVT w/ reverse
Reverse procedure……….Move range selector to “R”
Drive system . Selectable 2WD/4WD w/ auto diff-lock
Final drives …………………………………………..Shafts
DIMENSIONS/CAPACITIES/WEIGHTS
Fuel capacity ……………………………………… 9.5 gal.
Wheelbase …………………………………………….79.0”
Overall length/width/height …………… 106”/60”/71.5”
Ground clearance …………………………………….12.5”
Claimed dry weight ……………………………. 1,228 lb.
Bed weight limit…………………………………… 300 lb.
Hitch ……………………………………………………….No
Towing limit…………………………………………….. N/A
Fuel capacity ……………………………………… 9.5 gal.
Wheelbase …………………………………………….79.0”
Overall length/width/height …………… 106”/60”/71.5”
Ground clearance …………………………………….12.5”
Claimed dry weight ……………………………. 1,228 lb.
Bed weight limit…………………………………… 300 lb.
Hitch ……………………………………………………….No
Towing limit…………………………………………….. N/A
ROLLING CHASSIS
Frame ……………………………………Steel round tube
Suspension/wheel travel:
Front ………………… Dual A-arm w/ prel./comp.-adj.
Fox 2.0 shocks/12.25”
Rear …………..IRS Trailing-arms w/ prel./comp.-adj.
Fox 2.0 shocks/13.2”
Brakes/actuation:
Front ………………….. Hydraulic discs/left-side pedal
Rear ………………….. Hydraulic discs/left-side pedal
Parking …………………………………..Lever on console
Tires:
Front …………….AT 27×9-12 GBC Dirt Commander
Rear ……………AT 27×12-12 GBC Dirt Commander
Frame ……………………………………Steel round tube
Suspension/wheel travel:
Front ………………… Dual A-arm w/ prel./comp.-adj.
Fox 2.0 shocks/12.25”
Rear …………..IRS Trailing-arms w/ prel./comp.-adj.
Fox 2.0 shocks/13.2”
Brakes/actuation:
Front ………………….. Hydraulic discs/left-side pedal
Rear ………………….. Hydraulic discs/left-side pedal
Parking …………………………………..Lever on console
Tires:
Front …………….AT 27×9-12 GBC Dirt Commander
Rear ……………AT 27×12-12 GBC Dirt Commander
ELECTRICAL
DC outlet ………………………………………….. Console
Lighting:
Front …………………2 LED 55/60W hi/lo headlights
Rear ………………………… Dual LED brake/tail lights
DC outlet ………………………………………….. Console
Lighting:
Front …………………2 LED 55/60W hi/lo headlights
Rear ………………………… Dual LED brake/tail lights
DETAILS
Instrumentation …Speed/odo/trip/hour/rpm/fuel/gear/
clock/2WD-4WD
Colors …….. White Lightning, EPS Havasu Red Pearl,
Black Pearl, Ti Matte Metallic
Minimum recommended operator age ………………16
Suggested retail price ……..$14,699; EPS, $16,499
Contact …………………………Polaris, (800) POLARIS
Instrumentation …Speed/odo/trip/hour/rpm/fuel/gear/
clock/2WD-4WD
Colors …….. White Lightning, EPS Havasu Red Pearl,
Black Pearl, Ti Matte Metallic
Minimum recommended operator age ………………16
Suggested retail price ……..$14,699; EPS, $16,499
Contact …………………………Polaris, (800) POLARIS
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