Polaris RZR S Dune Review

2009 Polaris RZR S at the top of hill near Patton Valley

I recently tested a 2009 Polaris RZR S during the Sand Addiction Dune Tour at Gordons Well the full review made it into the February 2008 Sand Addiction Magazine (now online).

Jon Crowley, UTVGuide.net
With factory long travel, Fox shocks and a higher output engine, the Polaris RZR S is King of the Dunes

I had the opportunity to put about 50 miles on a Polaris RZR S during the Sand Addiction Dune Tour near Gordons Well in October. Although I have lots of dune time with standard and long travel RZRs, this was the first opportunity I had to really put a RZR S through its paces.
The first thing you will notice about the RZR S is stance wider stance, but the upgrades don’t stop there. In addition to the +5” long travel suspension, here are the other ways the RZR S differs from the standard RZR:

• Chrome-Moly upper front A-arms
• Fox Podium X Shocks with reservoirs. Compression and preload adjustable
• Upgraded 800 H.O. EFI Polaris twin engine that churns out 55 HP and a 63 MPH top speed (55 mph for the RZR)
• 26-inch Maxxis Big-Horn tires with 12 inch, eight-spoke aluminum rims
• Increased ground clearance (long travel + larger tires)
• Exhaust - Performance headers and turn down tip
• RZR S does not have a front sway bar
• Fender Flares
• Additional rear roll cage section with whip flag tab
• Improved transmission shifting and upgraded CVT belt
• Dry weight is 1000 lbs. vs. 945 lbs
• MSRP is $13,999 vs. $10,799

Handling
The wider stance of the RZR S adds quite a bit of stability for carving bowls or power sliding in the dunes. And the combination of the long travel Fox shocks, wider a-arms and 12” of front and rear travel make running over the whoops much more comfortable and safe as compared to a standard RZR. The ride is smooth over small chop, but firm enough to handle typical g-out situations that you find in the dunes.

The low ground clearance of the standard RZR was a big deal for my style of riding, but I found the 12.5” of ground clearance found on the RZR S is about perfect. It is just enough to allow you to transition ridges without dragging the skid plate as much. And if you do ride on rocky terrain, the added clearance is really appreciated.
The Polaris RZR is unique in all side x sides in that the engine sits sideways behind the seats. This design greatly affects how low the seats can be placed which in turn lowers the center of gravity. Although the RZR S does sit a few inches higher than the standard RZR, the seat height of the RZR S is still several inches lower than you will find in a Rhino, Teryx or Prowler. Combine the lower center of gravity with the wider stance and more suspension travel and this directly translates to a vehicle that is well designed for aggressive dune use.

Performance
The RZR S is about 55 lbs, heavier than a RZR, but Polaris squeezed a little more output out of the 760cc twin cylinder engine that makes up for the difference.
In completely stock form, and without even dropping air pressure in the 26" Maxxis Bighorns, I was able to climb the hill at Patton Valley and Test Hill. Both of these hills are the steepest that you will find in the south part of the Imperial Sand Dunes Recreation Area.
For pure hilling climbing in the dunes, the RZR S definitely has more power out of the box the Yamaha Rhino or Kawasaki Teryx. We will soon find out how it fares against the Arctic Cat Prowler 1000.

I also made a few runs down the Gordons Well Sand Drags to check top speed on the GPS. The top speed of the RZR S is advertised as 63 mph. Sand sucks up a lot of horsepower so I wasn’t expecting to get near that. After about four passes, I was consistently topping out at 51 mph.
Throttle response is quick and unless you are climbing a long steep hill, the RZR S has enough power to get you around in the dunes with ease. Overall, I was impressed with the power that the RZR S puts out, but f you wanted a little more performance in the sand, the first thing I would do is swap out the heavy Bighorns for a buffed paddle tire.

Conclusion
There are just a few things that I don’t like about the 2009 RZR S. The first is the new heel pocket. Although it does help give you more control of the throttle at low speeds, it was uncomfortable for me at full throttle. And in the dunes, I am in the throttle all the time.
The second thing I don’t like is the side nets. They are a little easier to use than the 2008 model, but they were too close to my left hand while driving. In my opinion, the nets will just be removed by the majority of users because of this. It is sad that manufacturers need to add something like these side nets to cover themselves from frivolous lawsuits.

But overall, I have got to say without a doubt that the Polaris RZR S hits it out of the park. Polaris quickly made adjustments to fix issues with the base 2008 RZR, and then added a +5" long travel kit that performs quite well right out of the box. I can honestly say that the RZR S handles better than some of the aftermarket long travel kits I have driven.
If you are looking for a stock UTV that can really perform well in the dunes without much modification, then I would highly recommend looking at the Polaris RZR S.

What’s new for all 2009 Polaris RZRs:

• Increased roll cage strength
• Heel pocket for more controlled operation of the gas pedal
• Improved air filter setup
• New Frame Gussets
• Upper Shock Mounts are made from thicker material
• Reinforced front frame
• Voltage Regulator has been relocated up by radiator for improved cooling
• New tie down points in bed area
• Safety nets have changed a bit and the area next to your shoulder is now plastic
• Covered, under-seat storage

Full Review can be found at: 2009 Polaris RZR S Review or in the February 2009 issue of Sand Addiction Magazine.