Polaris just introduced two new machines claiming to deliver an unmatched combination of both performance and value amongst the 72-inch side-by-side segment. On the 29TH of January, press release were made public on the RZR XP Turbo S Velocity and RZR XP 4 Turbo S Velocity models with 3.0 Walker Evans Velocity shocks. At this same time, ATV World got a last minute invite to come drive one, at their King of the Hammers demo the following week. As you would expect, we jumped at the chance and shifted a few plans to make it happen


The RZR XP Turbo S was Polaris’s no-holds-barred answer to Can Am’s 72” wide X3 X RS. Polaris customers had been salivating for a wider, long travel desert and dune ready machine for the past few years. When they finally got it, it was built on the already top of the line, Dynamix platform with every bell and whistle you can imagine. The Dynamix edition features FOX’s Live Valve suspension with computer controlled valving adjustments that react to the terrain and your driving. This system is proving to provide incredible handling and and and game changing driving experience but it’s an expensive upgrade in comparison to conventional shocks. 

The first Dynamic equipped Turbo S entry into the 72” wide desert & dune market was a complete success. While at first glance it appears that Polaris had just slapped a longer travel, wider suspension kit on the  previous years Dynamix car, it was indeed much more than this. While it shares the same chassis and power plant, it is clutched for and comes with 32” tires, the suspension components made with better steel and reinforced to be much stronger, and it gets an incredibly durable “isolated front diff”.  The Turbo S is arguably the most well equipped and best handling stock UTV on the planet, and it’s biggest downfall and consumer complaint is it’s price. Combining the expense of Dynamic Suspension and its 7” Ride Command Unit with all these other upgrades has the retail up to 34.5K for a 2 seater. A four seater with this platform would have been over 37 thousand making them both the most expensive 2 & 4 seat stock UTVs to ever hit the market as well.

The RZR XP Turbo S is an unquestionably  bad@$$ machine, but there a lot of people priced out of owning one. Their also seems to be a large number of potential customers that desire and could utilize this wider, long travel platform but might not really need, or want to spring for the Dynamic Live Valve suspension system. Racers for an example, will often fine tune, re-valve, or all together replace the OEM shocks for their own brand preference. It’s definitely not cost effective for this customer to be paying for this incredible, yet quite spendy system if they’re not going to use it.This is where the RZR XP Turbo S Turbo Velocity comes into the picture. 

The RZR XP Turbo S Velocity offers Polaris customers the same beefy, 72” wide, long travel suspension components, the stronger isolated differential, the 32” tires, and the improved clutching. The Velocity model still gets the stronger axles, high clearance control arms, and the lower reinforced ROPS cage. The key difference is that it comes with Walker Evans Velocity Series Needle shocks and a slightly more basic 4” LCD “Rider Information Center”. While the Ride Command unit is downgraded, it still gets the same really cool, updated Dual Analog Speedo & Tachometer. You will notice a few other small niceties missing to help bring down the final ticket, but they are mostly accessories that many consumers prefer to personalize their machines with from the aftermarket. The most notable would be the aluminum roof and the plastic lower door inserts. We also noticed the LED “Fang” on the grill has been replaced with a plastic insert and the D shaped Sparco steering wheel is gone. 


The Velocity Edition’s retail is nearly $3000 dollars less in comparison to the Dynamix equipped Turbo S model, but heres the kicker. The Walker Evans Velocity shocks that come on it are not a mass manufactured, budget shock. They are actually the same fully adjustable, race ready, aluminum shocks that Walker Evans sells to racers and the public. The rears feature massive 3.0-inch bodies and the front end gets the 2.5” bodies. They are set up to provide a plush ride through small chop and increased stability through high-speed whoops. 


As per usual with any new machine from Polaris, we were excited as ever to get some seat time in the latest creation. Getting into the new machine you take notice that it doesn’t have the accessory roof that comes on the original Turbo S, but it was overcast and that was the last time it was even thought of. Buckling in you will notice the same great TURBO S seats and seating position is still coupled with the same comfortable new retractable 4-point harnesses. The missing Sparco steering wheel is a bummer, but in reality the stocker is still pretty comfortable. The big 7 inch Ride Command display is gone, but I personally never really payed attention to it. The ride group tracking GPS feature will probably be what you miss most versus having the display. 

Taking off out of camp feels exactly like the Turbo S with the spot on clutching for its 32” tires and its quicker steering ratio and EPS settings feel perfect and controllable. Unfortunately our drive time before press was limited to a 30 minute demo loop, and we can’t wait to get up close and personal with it again. But on that note, the demo ride did do consisted of some amazing, widely mixed terrain terrain and trail obstacles. Initial acceleration is almost breath taking, especially for being on 32” tires. Bombing up a sand wash it will quickly get you into the 80+ mph range which is really faster than anyone in their right mind should probably be driving a UTV. It handles the speed with ease and confidence, but we did notice a little slightly loose or skatey feeling at wide open throttle. This was in sand and as it turned out, they had a ton of air pressure in the Maxixis tires to avoid flats with the general public that was also demo-ing the machines. 

The wash had multiple option lines with relatively deep whoops and the Walker Evans Velocity shocks proved there worth in every way. As long as your willing to stay committed to the throttle, the car stays level and soaks up massive abuse. Heat fade or bottoming was never an issue or even a concern. The Walker equipped car also turns pretty darn well too. It doesn’t have fancy computers adding compression to the outside corners, but it is a full 72” wide, race car quality platform. The sway bars do their job and the shocks keep the car planted and predictable, regardless of entry speed. 

We hit an off camber trail that was a little narrow for the S and probably a motorcycle trail in the not so distant past. Even on a skinnier trail where you really have to concentrate on tire placement, the advantages and stability of the wider car is appreciated at the speeds we were driving. A handful of small boulders littered the trail and the added ground clearance shines through over what might have been a “oh crap” moment in a lower car. You will find that you really appreciate the 32” tires more than you realize. Sure you can add them to a standard XP, but you will have to clutch for them and inner fender clearance will be an issue depending on whether you run aftermarket suspension or not. 

We hit a small lakebed section and I’m pretty sure I saw the highest speedometer number I’ve ever seen on a UTV. We have raced the standard RZR Turbo in Baja for a couple years now and although it will get over 80 MPH pretty easily, we find that anything over 75 mph seems to be the clutch belt failure point. I couldn’t swear to it but I’m pretty sure I looked down to 87 mph on the Turbo S Velocity dash. The lakebed pretty much ended our limited test ride but we are extremely looking forward to more time in loaner in the near future. 

The Velocity option is a great machine for anyone looking to avoid that last 3 thousand bucks off an amazing machine. It is also the perfect option for anyone that wants the full on desert/dune/race width car but might want to personalize it themselves. 



Engine type: Liquid-cooled, DOHC 4-stroke Twin Cylinder Turbocharged

Displacement: 925cc

Horsepower: 168 hp

Compression ratio: 9:1

Lubrication system: Wet sump

Additional cooling: Auto fan

Induction: EFI 

Starting/back-up: Electric/none

Starting procedure: Turn ignition switch

Air filter:

Type: Paper pleat tool-less access

Transmission: Automatic PVT P/R/N/L/H

Drive system: Isolated Extreme Performance True On-Demand AWD/2WD 

Final drives: Shafts


Fuel capacity: 36 liters (9.5 gals)

Wheelbase: 228.6 cm (90.0”)

Overall length/width/height: 302.2 cm / 182.8 cm / 187.3 cm (122”/72”/75”)

Ground clearance: 40.6 cm (16”)

Claimed dry weight: 778 kg (1,716 lbs)

Bed weight limit: 136.1 kg (300 lbs)

Bed Dimensions: 72x57x17.8 cm (28x22x7 in.)

Towing limit…N/A


Frame: Reinforced ROPS Chassis

Safety: Bowed 1/4 doors, SubZero 4-Point Harness

Suspension/wheel travel:

Front: High Clearance Dual A-arm w/ Stabilizer Bar, Walker Evans 2.5 Velocity Needle Shock/48.2 cm (19”)(25” usable)

Rear: Trailing Arm w/stabilizer Bar, 3” , Walker Evans 3.0 Velocity Needle Shock /53.53cm (25” usable)


Front: Hydraulic discs/triple piston/left-side pedal

Rear:Hydraulic discs/dual piston/left-side pedal


Front: 32×10-15 ITP Coyote 8 Ply Tires

Rear: 32×10-15 CST Coyote 8 Ply Tires

Wheels: 15 inch Cast Aluminum Wheels


Electrical Output: 900 Watt Stator 


Front: Blacked Out White LED Low/High w/Accent Lights & Rear Red Tail / Brake / Accent Lights 

DETAILS: Dual-sweep Analog Dials w/ 4″ LCD Rider Information Center: User Selectable Blue/Red Backlighting & Brightness, Programmable Service Intervals, Speedometer, Tachometer, Odometer, Tripmeter, Clock, Hour Meter, Gear Indicator, Fuel Gauge, Coolant Temperature, Voltmeter, Service Indicator and Codes, Seat Belt Reminder Light, Gear Indicator, DC Outlet

Warranty: 12 months


RETAIL: $30,999 & $34,499 CAD