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2011 Polaris Ranger RZR XP 900 UTV First Ride Photo Gallery

Polaris unleashes a new level of sport UTV with the 2011 Polaris Ranger RZR XP 900. We ride the new side-by-side in the dunes and dirt for a complete evaluation.

Slideshow
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This is what makes the XP so special. Trailing link suspension is derived from off-road racing vehicles.
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The XP isn't much for standard dirt bike, quad and UTV trails. It has more in common with a Jeep.
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Approach angle on the XP is great for getting up and over nasty obstacles. Ample suspension travel lets it twist as well.
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At 64 inches wide, the XP 900 simply isn't a trail machine. It's great at straddling ruts, and has the engine and suspension to get by on too-small trails, but the challenge is getting on or off of those trails at access points like this.
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The latest incarnation is the 2011 Polaris RZR XP 900 and it whets that insatiable appetite with heaps of performance, durability and gobs of sex appeal.
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No tow hitch - the XP doesn’t haul wood – it hauls ass.
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The XP is designed to go fast, and the open dunes are a great place for it. The stock tires work much better in the sand than they do on dirt.
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The XP comes with a full roll cage and Lock & Ride technology.
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With trophy truck background it’s no wonder the three-arm trailing link setup annihilates rough terrain, and it’s magic when pounding through whoops.
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we managed to bend the bolt that goes through the hiem joint on the passenger side tie rod.
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Jumping takes more thought on the XP because
it's possible to jump too far or high for the
suspension.
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A three-arm trailing link suspension design gives the XP 14 inches of rear shock travel.
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an all-new 875cc liquid-cooled Parallel Twin that is far more than a punched-out 800 HO (760cc) found in the RZR, RZR S and RZR 4.
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RZR sales have been a huge positive impact for Polaris from Day 1, hence its willingness to produce a new model every year since.
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The actual air filter is much larger than the standard RZR and is located at the rear of the engine. It can be reached through a quick-release panel in the bed box.
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Polaris equipped the XP with eight-spoke, 12-inch cast aluminum wheels shod in ITP ATV tires built specifically for this model.
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Polaris smashed all expectations of what a production sport UTV should be. The new 2011 RZR XP 900 is the new benchmark that others will be held against.
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The instrument panel hosts a lot of usable information with an analog speedo and digital computer display. Riders can toggle through engine temperature, engine rpm, odometer, trip meter, hour meter and clock (we spend almost all of our time on engine temp or the tachometer).
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we’ve said it about the other RZR machines and it goes double for the XP - it has so much extreme potential it really needs full harnesses.
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Polaris also installed a glove box which only allowed a tiny amount of water under direct pressure washing. Three gallons of dry, user friendly space – very nice.
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The aggressive-looking dual lamps use white LED bulbs that provide brilliant illumination with high/low beams operated by a toggle switch.
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Stabilizer bars out back give an extra measure of stability during cornering and the Polaris resists body roll extremely well.
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The beefy suspension components add to some extra weight for a total of 1190 pounds claimed dry.
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In addition to high-speed, straight-line performance, the XP matches with quick steering and stable manners when changing directions.
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Bodywork is similar to the rest of the RZR family, but the oversized fender flares are incredible. Water entered the foot wells during some seriously deep crossings but we hardly ever got a single splash.
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A trip to the Horsfall OHV riding area in Coos Bay, Oregon gave us the space needed to keep the throttle wide open.
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Once the driver gets the hang of throttle control on the jump face and can control the trajectory, it’s a smooth landing.
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A higher steering ratio means less input at the wheel causes greater turning.