IS IT FAST?
Yes, the RZR 800 can get away from
sport utility UTVs like Yamaha’s Rhino
700 and Kawasaki’s Teryx 750 in drag
races and top-speed runs. The Polaris’
larger engine helps, and so does the
RZR’s lighter weight. Ready to ride, it’s
about 200 pounds lighter than a Rhino
and 300 pounds lighter than a Teryx.
HOW IS THE POWER ON THE TRAIL?
Fun and controllable. Sporty clutch
engagement and solid bottom and
midrange power give the Polaris quick
thrust from turn to turn. The 800 has
the kind of meaty throttle response that
makes twisty, hilly trails a piece of cake.
And if the traction is less than perfect,
there’s enough muscle on tap to let
the driver steer with the throttle. The
smooth, quiet, inline twin feels refined at
Extra ground clearance allows this year’s RZR 800 to negotiate rocky, rutted terrain that was
rough-going for previous models.
HOW DOES THE PRICE COMPARE?
At $13,299, our RZR 800 EPS Blue
Fire LE test rig is more expensive than
some of its power-steering-equipped
competition. Arctic Cat’s XTX 700 is
$13,299, and Can-Am’s Commander
800R DPS costs $12,699. There are
RZR LE models without power steering
in camo, metallic red and metallic
orange for $12,199. The base RZR 800
without power steering is $11,499.
WHAT’S NEW FOR 2013?
New dual-rate springs add an inch
of ground clearance, and a new driven
clutch cuts transmission noise on
deceleration. And, of course, it comes
in a cool new metallic blue paint.
WHAT MAKES THE EPS MODEL
The RZR 800 EPS costs quite a bit
more than the base model because
you get more than EPS. Both have
25-inch tires on 12-inch wheels, but
EPS models get black, cast-aluminum
wheels with Maxxis Bighorns instead
of CST Ancla tires on stamped-steel
wheels. Engine braking helps slow the
machine on downhills. EPS RZR 800s
also sport the shiny Blue Fire painted
bodywork instead of red plastic. LE
models get the upgraded wheels
and painted bodywork but no engine
braking or EPS.
WHAT POWERS IT?
A fuel-injected, 760cc, pushrod, inline
twin with two valves per cylinder. It’s
not as large or sophisticated as some
single- and double-overhead-cam, four-valve-per-cylinder UTV engines, but
it makes plenty of usable power. The
aftermarket offers tons of options for
the pushrod Polaris twin if you get the
urge for more performance.
mild cruising speeds or when your foot
is deep in the throttle, which makes
every mile more enjoyable. In steep,
slippery, technical-going, the RZR is
easy to control. The throttle responds
predictably, even in jarring bumps, and
the vehicle works with you to maintain
traction when that’s what you want.
WHAT’S THE SUSPENSION PACKAGE
It’s pretty basic, but it works better
than the specs would suggest. The
RZR 800’s 9 inches of front suspension
travel and 9. 5 inches in the rear sound
pretty tame, but it’s enough to give
the Polaris a good balance of bump-handling ability and stability. More travel
on a 50-inch-wide vehicle would result
in handling compromises. The non-reservoir, air/oil shocks only offer spring
With its painted dash, the RZR 800 EPS LE has a custom look.
Electronic power steering greatly reduces steering effort and calms
kickback through the steering wheel in bumps.
The RZR’s instrumentation is easy to read and can display engine
rpm, hours of operation and even low-battery voltage. The adjustable
passenger handhold is one of the best designs around.