The Big Bore 800 (760 cc) Twin Cylinder 4-stroke engine provides the RZR with superb low-end torque, an impressive acceleration curve of 0-35 in about 4 seconds and a claimed top speed of 55 mph! In our ride tests, we found that the RZR offered all the power one could want – especially in such a nimble and lightweight package. Driving the RZR is a total blast. It didn't take long to get comfortable with it. We quickly fell into a routine of charging into a corner, tapping the brake while pitching the wheel, and then hammering the throttle as we simply flew down the straights! The RZR ate up everything that we threw at it and it almost begged us for more. The RZR's respectable power-to-weight ratio resulted in it easily outperforming every other side-by-side that we have tested in the past.

The big 4-stroke thumper is fed via an altitude and temperature compensating Electronic Fuel Injection (EFI) system. The lack of a carburetor means no jetting changes are necessary between driving at sea level or when driving in the mountains. Access to the engine compartment is easily achieved by popping out the two front seats and then removing an access panel. No tools are required, which is a real boon when on the trail.

Billet Accessories - Shift Knob, Cup Holder, Grab Handles, Mirrors, Ipod Mounts, rear view mirror, Gas cap, shift lever, dsjh plates Speedometer Bezel, Battery Straps

Pedals - Gas Pedals, Brake Pedal, Flag Mount, Whip Mounts, Steering Wheels, Steering wheel columns, Light bars, Gas pedal spring, Tie downs, seat latches, tailgate latches, wheel spacers, exhaust tips

Fuel managagement systems - EFI TFI CDI , Dobeck fuel controller, trinity racing fuel controller, Big Gun Power Box, velocity air filter

Power up kits Modquad , billet fuel pickups

Brake Pads Rotors Oil Filter and oil filters spark plus CV Joints Boots EBC DP Fram Emgo K&N Air Filters and Oil Filters.

Gaskets and Oil Seal Sets, Clutch kits pistons and cam shafts. Piston Camshaft. Team Big Wheel clutch kit.

We had an opportunity to test the amazing 2008 Polaris Ranger RZR, in the brutally rugged Arizona desert. One thing became very clear – you will not fully understand or appreciate the RZR until you drive it. Bold words, but true. The performance and ride experience of the RZR is nothing short of phenomenal. It is an extremely well engineered and well-executed design, with a fun-factor that may put you at risk of a permanent grin injury.

At a mere 50 inches wide, the RZR is the only truly trail capable side-by-side in its class. To put things in perspective, consider that the Can-Am Outlander is only 4 inches narrower than the RZR, yet the RZR comfortably carries two people seated side-by-side. The RZR is also the lightest side-by-side in the industry, weighing in at a featherweight 945 pounds. Couple the light weight, and narrow footprint, with the lowest cage height of any side-by-side in the industry – and you have the world’s most versatile side-by-side capable of reaching even the remotest of places.

Let’s take a closer look at why the RZR is special.

Powerplant and Transmission.

One of the keys to the incredible stability of the RZR is its very low center-of-gravity. Polaris engineers wisely located the engine low in the frame behind the front seats, but ahead of the rear axles. The riders do not sit on the engine. This gives the RZR the lowest center of gravity of any side-by-side and positions the riders 7 inches lower then on competitive side-by-side vehicles. Keeping all of the mass low in the frame, with a low CG, means that the RZR is very stable. Weight bias is about 45 percent to the front.

The transmission is a PVT (Polaris Variable Transmission) which was modified slightly for placement into the frame of the RZR. The engine and transmission mount to the frame using a 3-point vibration isolating mounting system. Gear range is engaged through the use of a floor-mounted shift lever which places the vehicle into Park, Neutral, Reverse, Low or High. The vehicle must be stopped whenever shifting.

We were glad to discover during our testing that the shift lever offered plenty of mechanical advantage. At one point we were forced to stop on a very steep, downward, incline and to put the vehicle into park. This raised concern that it might be difficult to move the shift lever back into the “high” position – however, that was not the case. Operation of the shift lever was both smooth and positive on every occasion. While the RZR does not have a parking brake, Polaris assured us that when the RZR is placed into park, the driveline is locked in such a way that no parking brake is necessary.