2015 Polaris RZR S 900 EPS First Drive Review

The side-by-side craze might have been started with the 2004 Yamaha Rhino, but it hit a whole new level of excitement when Polaris launched its first RZR, the first UTV to offer a sporty look with quick acceleration, agile handling, and a 50-inch width that would fit on the majority of ATV trails. Soon after, Polaris extended the original RZR’s width from 50 to 60 inches, increased the wheel travel from 8 to 12 inches, and stamped it with an “S.” The high-performance UTV market was born. Seven years later, we have monster 1,000cc powerplants slammed in UTV trailing-arm-equipped chassis approaching a whopping 20 inches of wheel travel! This is great for the adrenaline junky with the extra 20 to 30 grand to throw down but not so much for the average enthusiast.

For 2015, Polaris has replaced its popular RZR 800 series and upgraded it with its new 75-hp ProStar 900 powerplant. The RZR 900 starts out at a very affordable $12,799 and keeps the same 50-inch “trail-ready” width. You can read a review of this version online. As for the RZR 900 S, even when it’s equipped with electronic power steering, it’s close to $5,000 cheaper than the High Performance XP 1000, and you can take another two grand off for the non-EPS version. After testing the new RZR S in the dunes, desert, and climbing rocks, we realized just how great a deal it was.

We spent two full days in Utah’s Coral Pink Sand Dunes and Hog Canyon Trail Systems, and there wasn’t an obstacle we couldn’t conquer. The RZR S offers the same automatic CVT transmission as the majority of the Polaris lineup, which features on-demand AWD/2WD. The new “900” Prostar engine is only 875cc, but it has 40 percent more power and 15 percent more torque over the previous model. It’s quite peppy down low, has an impressive top speed of 70 mph, and a low gear that was reconfigured to for speeds over 40 mph!

Suspension is surprisingly impressive. Its dual A-arm setup up front is similar to the XP 1000, with only 4 inches less wheel travel (12 inches compared to 16inches). Out back is an anti-sway-bar-equipped dual A-arm setup that helped create one predictable ride with very little, if any, body roll. The Fox 2.0 Podium shocks are a great value, and aside from the deep high-speed desert whoops, we were constantly complimenting the plushness of the ride. The 26-inch GBC Dirt Commander tires matched with 12.5 inches of ground clearance allowed us to hook up and clear everything Utah’s amazing trails had to offer. There was no need for paddle tires in the dunes, and the tread looked close to new after the two-day excursion.

Although the RZR S is a much smaller package than the XP 1000, the cockpit and ergonomics are near identical. The newly designed seats were comfortable and secure, and the new, stiffer steering wheel was more comfortable and had a more responsive feel. The cockpit also features factory-installed quarter doors, LED floor lighting, and a slick, blue backlighted instrument cluster.

The RZR S has a large center storage area and decent-size glove box. For even more storage, we installed a Polaris Lock & Ride cargo box into the bed. The box was easy to remove, which allows for quick access to the air filter, spark plugs, and oil fill, which are located under the removable box panel in the cargo box of the vehicle while a panel between the seats houses the dipstick and oil filter, and is accessible without removing the seats. We’ll be adding an Rigid LED light bar and a VIAIR on-board air compressor to our upcoming RZR S Build, which will be easy thanks to the integrated terminal block for wiring under the hood and a bigger battery with 44 amp-hours of capacity and 575 cold-cranking amps.

Overall, the 2015 Polaris RZR 900 S is a blast to drive! We’ve been testing an XP and S for months now and have found ourselves putting more miles on the S. It fits in more places, including our 8-foot truck bed, has fun, fully useable power, and we can’t seem to break the darn thing!