As we spent more time with, and fielded questions about, the 2022 Polaris RZR Pro XP 4 Ultimate and the 2022 Polaris RZR Turbo R 4 Ultimate, we saw the need for a direct RZR Turbo R Vs RZR Pro XP comparison. They both share much in common but are also separated by significant gulfs in other areas. Prior to this comparison, Dirt Wheels tested both machines in showroom configurations. We then installed 35-inch EFX MotoRally tires on the Turbo R 4 Ultimate in place of the stock 32-inch tires. Next, we replaced the 30-inch stock tires on the Pro XP 4 Ultimate with 32-inch Tusk Megabite tires. This one-step-larger increase in rolling diameter had a positive impact on both machines, with the Pro XP 4 benefiting the most of the two. It is amazing how much a little increase in tire diameter and sidewall flex can affect the performance of a suspension system. Initially, we felt that the Pro XP 4 suspension compliance felt harsh compared to the Turbo R, but the car was remarkably better in overall ride quality and control with the 32-inch Megabite tires on it.

RZR Turbo R Vs RZR Pro XP
If you are going to tackle technical climbs, the Turbo R has the advantage with the new super-low low-range gearing. It handles the 35-inch tires without hesitation.


Both four-seaters have the advantage of a longer wheelbase over their two-seat siblings, which enhances their stability in the rough and at speed. Despite sharing a 125-inch wheelbase, they are both quite agile in the tight, twisty stuff! The Turbo R 4, with its 74-inch-wide stance, is arguably the most stable platform you will ever come across this side of a new Pro R.

The 64-inch Pro XP 4 is also amazingly stable, thanks in large part to the Dynamix computer-assisted suspension. Models with a lower level of trim and the base-level Walker Evans shocks will not feature the same overall “automatic” stability, especially in the corners!

We were more than happy with both machines in the sand. Both turn well, but the Pro XP 4 has a slight advantage in front-wheel traction. The Turbo R can push the front but loves cambers.


The 2022 Turbo R four-seater is the heir apparent to the discontinued Turbo S. The Turbo S was a staff favorite and a great car. Updated from the S, the Pro XP 4 sports an updated, turbocharged engine with increased output (181 versus 168 horsepower), a wider stance (74 versus 72 inches), longer wheelbase (125 versus 117 inches) and new Dynamix DV suspension.

The 2022 Pro XP 4 is in its third year of production, and aside from the software updates to its Ride Command navigation system, it remains largely unchanged for this model year and into 2023.

Both RZRs feature the same proven 181-horsepower engine, CVT transmission, and front and rear differentials with the Turbo R getting a revised lower low range in the gearbox. On paper, drag-race results favor the lighter, 2056-pound and 32-inch-tire-diameter Pro XP 4 over the 2286-pound Turbo R with 35s. In real life it was true. The lighter weight gives the Pro XP a more lively, quicker-revving sensation while in motion. Traction being equal, the XP would beat the R every time. The increase in tire diameter affected both cars’ accelerations slightly, but the Pro XP seemed to lose little if any of its snappy, quick-natured power character. It was the hottest of these two hot-rods!

RZR Turbo R Vs RZR Pro XP
Suspension articulation is very good on both machines, but the Turbo R 4’s 10-inch-wider stance and greater travel allow truly impressive articulation when it is required.


The Pro XP features powerful dual-piston front and rear brake calipers, while the Turbo R gets an upgraded three-piston caliper up front and the same dual-piston caliper out back. We’ve had plenty of opportunities to get both brake systems plenty hot and never experienced any fade or inconsistency. It is easy to forget how good these brakes are, because they aren’t grabby, offer great modulation and, aside from an occasional visual pad check, they have been maintenance-free. Overall, the Turbo R braking system requires a bit less pedal pressure and is stronger!

The rear arms are strong on both machines, but are not necessarily more robust on the heavier Turbo R. The Pro XP has 20 inches of travel and the Turbo R 22.4 inches.


The biggest difference between the Turbo R and the Pro XP is the suspension. The Pro XP has a 64-inch track width with 2.5-inch Fox shocks providing 17 inches of front-wheel travel with on-the-fly adjustable compression damping. The Turbo R sports a massive 3.0-inch Fox front shock delivering 22.25 inches of usable wheel travel with computer-controlled compression and rebound control. Out back, the Pro XP has a proven trailing-arm system with 20 inches of travel, while the R features a next-generation design (shared with the new Pro R) that provides 22.4 inches of high-quality Dynamix DV-calibrated wheel control. Out at the four corners, the Pro XP has the legacy (been around for a while) Polaris four-lug-wheel flange arrangement with “split” bearing components. The Turbo R shares a new modular five-lug hub and updated bearing design with the new Pro R. It promises to be a more robust and longer-lasting unit.

RZR Turbo R Vs RZR Pro XP
When two machines have the same engine package, the lighter one should be quicker, and it is. The Pro XP 4 is more responsive and feels mildly more powerful.


It is immediately apparent that the Turbo R has a more compliant suspension calibration in the comfort setting. This car easily lives up to the “desert limo” nickname that was associated with the old Turbo S! The combination of big wheel-travel numbers and the increased tire sidewall flex of the 35-inch tires produce an incredibly smooth ride. You get the sensation of floating over the rough stuff, while the tires are blurring in a fury of activity!

This R is not too watered down for hammer time. Just dial up the damping control settings and have at it! With its next-level suspension system, this machine dares you to push the car in the rough! Aggressive drivers that live to pound whoops are going to love this thing! The wider stance combined with four levels of on-the-fly adjustment provide a ride normally associated with high-dollar racing machinery. About the time you are pushing the Pro XP to the point of needing to back it down in the extreme rough, the Turbo R is screaming, “Mash it!”

With both RZRs, it isn’t just having on-the-fly suspension choices. Whatever setting you choose, the sensors and brains of the suspension are constantly making real-time adjustments to the damping to suit the immediate conditions. At any instant all four shocks could be operating with different settings. Both are impressive, but the Dynamix DV on the Turbo R is a significant step above the compression-only Dynamix on the Pro XP 4 Ultimate.

RZR Turbo R Vs RZR Pro XP
This required straddling the “V” and dealing with cambers. Both machines did well. The wide Turbo R is composed, but it can limit line choice. The Pro XP offers more line choices.


Our XP Pro 4 was well broken in by comparison time, and the shock springs showed (unfortunately common) evidence of sagging. Quality aftermarket springs are known to substantially improve ride quality. XP Pro suspension remains impressive by current standards. Being able to utilize the on-the-fly suspension adjustments presents you with many options that are just not available to a non-computer-controlled suspension car. Smooth it out when you’re cruising, and dial it up for hammer time!


Both cars featured here are excellent in the corners. There were only a couple of instances where a tight turn had to be accomplished with a “Y” maneuver. Once acclimated to driving with the long wheelbase, you can anticipate and successfully navigate all but the tightest of turns! While up at speed, coming in hot to a corner and letting the back end drift out a bit in a controlled slide is big fun in both cars, with a nod to the Turbo R as far as the control factor is concerned.

In slower turns, the Turbo R seems to have a bit more “push” than the XP, but this may be due to the tighter-spaced lug design of the tires more than anything else. It is hard to fault either of these machines’ handling qualities. In a nutshell, the XP Pro, while being the quicker of the two, is a well-balanced machine that does everything right and does it well. The new Turbo R just does it better!

When the RZR Pro XP came out, the suspension looked robust. We have always been impressed by it, but the new stamped and welded Turbo R arms dwarf the Pro XP arms.


Polaris Ride Command (RC) is a feature that is hard to live without after you experience it. With RC, losing track of other people in your group (if they also have RC) or getting lost yourself is a thing of the past. It is a user-friendly GPS navigation system that is easily updated with the latest information, and the trail systems that it displays are worth the price of admission. 


Passenger amenities in both cars are identical, with the rear seats being comfortable and supportive enough for all-day-long rides. The grab bar is well placed and within easy reach of smaller people and adults alike.  The restraints, while not being of the “inertia-reel” type like the fronts, are easily adjustable to fit a wide variety of sizes and shapes of occupants. Some sort of angled stop, like the front passenger footwell, to push against with your feet would be desirable.

The RZR Ultimate variants are very well equipped. We have come to love the ability to change the suspension and radio from the steering wheel. The red button takes the suspension full stiff.


The two cargo beds are of the same shape and design, so anything (e.g., coolers, spare tire racks, toolboxes) that will fit in/on the XP Pro will also work on the Turbo R. Advertised payload capacity is 900 pounds for the XP Pro and 1160 pounds for the Turbo R. Both cargo boxes are limited to 300 pounds. Also, both cars’ rear seats feature a fold-flat design that allows the rear of the car to be configured to haul cargo in the absence of rear passengers.


Like anything fun, these machines aren’t exactly cheap. These Ultimate four-seaters cost the same as nice road-going passenger cars or more. The latest MSRP price listings are $37,399 for the Pro XP 4 Ultimate (base model is $27,799), and the Turbo R 4 Ultimate is $39,599 (base model is $31,999). These prices do not include delivery and setup costs.

Both machines share a 181-horsepower, parallel twin-cylinder engine. The top power isn’t equal to the Can-Am, but driveability is fantastic. It is torquey enough to steer with the throttle.


For a person just getting interested in UTVs, the base models of these machines have more attractive price points. Those who know and appreciate the capabilities of what the Ultimate models offer, they are worth the price of admission. The capability of the new Turbo R Ultimate can’t be overstated. It is an incredible machine! The Pro XP 4 is still a great choice, and the money saved (on the base model) could purchase a trailer, helmets, fresh-air system, lighted whips, spare tire and rack, etc., and still have money left over! There are significant reasons to purchase the wide and tall Turbo R, but there are valid advantages to the Pro XP 4 as well. The 64-inch car is nimble and offers greater line choices than the 74-inch Turbo R. Make sure that you have a way to transport a tall and wide machine as well. The Pro XP 4 will fit more trailers.


If your riding has a large percentage of deep and rough whoops, aggressive cambers or other extreme terrain, the Turbo R is the tool for the job. If more of your driving is less extreme, the Pro XP 4 has ample suspension and stability in a lower, lighter, narrower and less expensive package.

For more information look at www.polaris.com.

RZR Turbo R Vs RZR Pro XP
The many similarities between these models are as visible as the differences. Both are comfortable and capable for short rides or long hours and miles of exploring.


Engine Twin-cylinder, DOHC, liquid-cooled, 4-stroke, turbo induction

Displacement 925cc

Starter Electric 

Fuel system EFI

Fuel capacity 13 gal.

Transmission Automatic CVT

Final drive Shaft

Suspension/wheel travel:

Front High-clearance Dual A-arm with stabilizer bar and Fox 2.5 Podium Live Valve shocks with bottom-out control/17.0”; 

Lightweight boxed dual A-arm with 3-piece stabilizer bar and Fox 3.0 Live Valve X2 internal bypass with electronically controlled 

compression and rebound/22.25”

Rear Trailing arm & high-clearance radius rods with Fox 2.5 Podium Live Valve shocks with bottom-out control/20.0”; Boxed trailing arm w/ toe link & high-clearance radius rods with Fox 3.0 Live Valve X2 internal bypass with electronically controlled compression and rebound/22.4”


Front Dual hydraulic discs w/2-bore calipers; Dual hydraulic discs w/ 3-bore calipers

Rear Dual hydraulic discs w/ 2-bore calipers


Front 30×10-14 Maxxis Carnivore; 32×10-15 8-ply Maxxis Rampage Fury

Rear 30×10-14 Maxxis Carnivore; 32×10-15 8-ply Maxxis Rampage Fury

Length/width/height 155”/64”/73.6”; 157”/74”/77”

Ground clearance 14.5”; 16.0”

Wheelbase 125”

Dry weight 2066 lb.; 2286 lb.

Payload capacity 900 lb.; 1160 lb.

Cargo bed capacity 300 lb.

Towing capacity N/A

Colors Super Graphite, Army Green; Ghost Grey, Onyx Black

Price $37,399; $39,599

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