Polaris already dominated the naturally aspirated side-by-side horsepower game with the RZR Pro R. For 2027, it is taking the platform into an entirely new era.
The all-new 2027 Polaris RZR Pro R Boost introduces the first factory turbocharged version of the 2.0 liter ProStar Fury engine, producing 275 horsepower with nearly all of its available torque arriving low in the operating range.
However, the Pro R Boost is not simply a standard Pro R with a turbocharger added. Polaris reengineered the clutching, belt, cooling architecture, transmission, front drive, half shafts, fuel capacity, electronics, airflow, and several other vehicle systems to support the additional output.
The result is the most powerful production RZR ever built and a new benchmark for the high-performance UTV market.
From Naturally Aspirated Benchmark to Turbocharged Leader
The standard RZR Pro R helped redefine expectations for a factory side-by-side when Polaris introduced its naturally aspirated 2.0-liter four-cylinder engine with 225 horsepower.
Since then, the horsepower battle has intensified. The Can Am Maverick R arrived with 240 horsepower, followed by the supercharged Kawasaki Teryx H2 with 250 horsepower.
Polaris has now reclaimed the factory horsepower lead with 275 horsepower from the turbocharged ProStar Fury 2.0 liter engine.
That represents a 50 horsepower increase over the naturally aspirated Pro R, but the more important difference may be where the new engine produces its power.
Polaris states that the Pro R Boost reaches its full 275 horsepower at 7,000 rpm. It produces 220 lb ft of torque at 6,000 rpm, with 215 lb ft already available at 4,000 rpm.
That means approximately 97 percent of peak torque is available by 4,000 rpm, near clutch engagement.
The headline may be 275 horsepower, but the defining characteristic of the Pro R Boost could be its torque delivery. Rather than requiring the engine to remain near redline, the Boost should pull hard almost immediately and continue delivering strong power throughout the usable operating range.
Polaris also tuned the vehicle to operate at lower engine speeds than the naturally aspirated Pro R. According to the company, the lower rpm calibration helps reduce engine noise while still providing stronger acceleration and immediate response.
A Large Garrett Turbo With Smarter Boost Control
At the center of the Pro R Boost is a significantly larger Garrett turbocharger designed for the airflow requirements of the 2.0-liter four-cylinder engine.
The turbo features integrated heat shielding, liquid cooling, oil lubrication, and a large exhaust outlet designed to support the airflow demands of the 2.0-liter engine.
The exhaust manifold flange is divided between the four cylinders to accommodate thermal expansion and maintain sealing across the cylinder head.
One of the more interesting features is its electronically controlled blowoff valve.
A conventional mechanical blowoff valve generally reacts to a fixed pressure threshold. The electronic system used by Polaris can be controlled by the engine management system according to the vehicle's operating conditions.
During rapid transitions on and off the throttle, the controller can retain more pressure in the intake system to reduce turbo lag when the driver gets back on the accelerator.
At higher elevations, it can allow additional pressure to compensate for thinner air.
This helps explain how Polaris intends to maintain peak performance at elevations reaching 10,000 feet. The company also says the engine is designed to retain its output in ambient temperatures as high as 115 degrees.
For riders in the dunes, high desert, and mountain regions, the ability to maintain power under difficult conditions may matter just as much as the 275 horsepower figure.
Upgraded Clutching and a New Heavy-Duty Belt
Producing 275 horsepower is only useful if the vehicle can transfer that power reliably to the ground.
Polaris retained a continuously variable transmission because of its uninterrupted power delivery, immediate acceleration, and ability to keep the engine operating within its powerband. However, nearly every major clutching component was revised for the Pro R Boost.
The vehicle now uses three clutch air intakes and two hot air outlet ducts. Fresh air is directed separately toward the drive and driven clutches, while heated air is exhausted toward the rear of the vehicle.
The primary clutch receives a larger usable belt surface, a stronger post interface, and new springs and weights calibrated around the engine's lower operating rpm.
The driven clutch grows from approximately 293 millimeters on the standard Pro R to 330 millimeters on the Pro R Boost.
It also uses 48 curved cooling fins rather than the straighter fin design found on the naturally aspirated model. Polaris says the curved fins work with the expanded ducting system to control airflow through the clutch housing and keep the CVT operating within a more stable temperature range.
The clutch system is paired with a new Boost-specific belt made from Polaris heavy-duty belt material. It is longer, slightly wider, thicker, and constructed with an additional material layer to handle the increased load.
The driven clutch also uses a revised helix with parallel grooves. Polaris says this eliminates the familiar clunk that can occur as the driven clutch moves across the helix during initial acceleration.
These changes demonstrate that Polaris was not simply chasing a peak horsepower number. Considerable engineering went into belt durability, heat control, smooth engagement, and sustained performance.
An Actively Cooled Transmission
The transmission remains in a similar location to the standard Pro R, but its cooling system and support systems have been substantially upgraded.
Rather than relying primarily on airflow, the Pro R Boost uses a liquid-to-liquid transmission cooler connected to a dedicated low-temperature cooling circuit.
Coolant flows through the front cooling system, supports the liquid-to-air intercooler, and then helps regulate transmission temperature.
Polaris says transmission oil temperatures are substantially lower than those of the naturally aspirated Pro R.
The vehicle also receives the company's second-generation shifting mechanism, providing smoother and more consistent movement between park, reverse, low, and high ranges.
The goal is a transmission that feels easier to operate while remaining capable of handling the additional torque and thermal load generated by the turbocharged engine.
Roof Scoop and Rear Mounted Radiator Improve Cooling
One of the most visible engineering changes on the Pro R Boost is its integrated roof scoop and rear-mounted engine radiator.
The roof scoop is not just a styling feature. Its large forward opening captures outside air and channels it through the roof toward the radiator mounted behind the occupants.
The scoop is integrated into the factory roof design, so the cooling system continues receiving the required airflow whether the vehicle is driven with an open cab or equipped with front and rear windshields.
Owners do not need to install a separate roof or external scoop to preserve the system's cooling performance.
A clear rear channel helps redirect the captured air downward through the radiator. Two electric fans then pull air through the cooling core and discharge heat from the rear engine compartment.
The Pro R Boost effectively separates its cooling system into two circuits.
The rear high-temperature circuit handles engine cooling through the large roof-fed radiator.
The front lower-temperature circuit supports the liquid-to-air intercooler and the liquid-cooled transmission.
Rather than placing every major system on the same cooling loop, Polaris separated the engine cooling load from the intercooler and transmission circuit. This allows each system to operate within a more appropriate temperature range.
Moving the high-temperature radiator behind the occupants also removes a major source of heat from the front of the vehicle.
The front cabin air intakes can then draw in cooler air, while three adjustable 360 degree vents help move stagnant air out of the footwells and cabin.
Heated and ventilated seats further improve comfort during both hot and cold riding conditions.
For desert and dune riders, the rear-mounted radiator and roof scoop may be among the most meaningful upgrades on the entire machine. The system supports sustained performance while also making the cabin cooler during long rides.
Stronger Front Drive With No Peak Torque Limiter
The additional torque required Polaris to strengthen the components downstream of the transmission.
One of the most important changes is the removal of the previous peak torque limiter on the transmission output to the front drive.
Instead of electronically or mechanically restricting torque sent forward, Polaris reinforced the system so that it could handle more power.
The Pro R Boost receives a larger input shaft, increased spline size and count, and a stronger pinch bolt connection in place of the previous roll pin design.
Inside the front drive, a larger ring and pinion support the increased load.
The front drive is also mounted more rigidly to the chassis. Polaris removed the previous isolator arrangement and added two additional lower mounting points to better control movement under torque.
The half shafts were strengthened with larger splines and a higher spline count.
The system provides three selectable configurations.
- Two wheel drive sends power to the locked rear axle.
- Front open mode drives the rear wheels while allowing the front differential to remain open for easier steering and general trail use.
- Four wheel drive lock fully locks the front drive for maximum traction in difficult terrain.
Polaris considers the upgraded front-drive design substantial enough that elements of it are also being introduced into the regular Pro R platform.
That is an important development. Engineering work completed for the Boost is already improving the wider Pro R family.
Larger Fuel Tanks Across the Pro Lineup
The additional performance is accompanied by a meaningful increase in fuel capacity.
The two-seat Pro R Boost receives a 14.7 gallon tank, up from approximately 12 gallons on earlier Pro R models.
The four-seat model receives a 17.4 gallon tank, replacing the previous 12.3 gallon capacity.
The four-seat increase is especially significant, adding more than five gallons of fuel capacity.
That should help offset the demands of the turbocharged engine while extending the distance between fuel stops.
It also gives dune riders, desert travelers, and four-seat owners considerably more usable range before carrying external fuel becomes necessary.
Ultimate and Ultra Trims
The Pro R Boost will be available in two-seat and four-seat configurations, with Ultimate and Ultra trim levels.
Ultimate models feature DYNAMIX adaptive suspension with desert-focused calibration, G out protection, and rear bump control.
Drivers can select Baja, Track, Comfort, and Rock suspension modes from the steering wheel.
The DYNAMIX button can also immediately command maximum firmness for a large impact. A double tap holds the suspension in its firmest setting until the driver releases it.
Ultra models add DYNAMIX DVS with active sway bar links capable of adjusting as frequently as 200 times per second.
The Ultra also includes several premium and racing-influenced features, including a carbon fiber hood, carbon fiber seat bezels, an MPI GT steering wheel, 32 inch BFGoodrich tires, and exclusive colors and graphics.
The Pro R Boost is offered in Azure Stealth Gray, Crater Gray, Onyx Black, and an Ultra specific black and gold combination.
Color-matched fenders, suspension springs, roof components, cage details, and beadlock wheels give the vehicle a more cohesive appearance than previous Pro R configurations.
A 10.4-Inch Display With Boost and Belt Temperature Monitoring
The Pro R Boost receives Polaris's latest 10.4-inch vertically oriented RIDE COMMAND display.
The portrait layout provides more vertical map visibility, allowing drivers to see farther ahead on trails and better track other vehicles during group rides.
A new mapping engine adds faster processing, smoother movement, and three-dimensional terrain maps.
The display can remain split between mapping and vehicle information, so drivers do not have to leave the navigation screen to view suspension settings, gauges, messages, cameras, or group ride information.
Boost pressure and CVT belt temperature are both available as configurable gauges.
These can be displayed alongside the map or within the dedicated gauge layout.
The belt temperature monitor may become particularly valuable for owners driving aggressively in dunes, deep sand, high ambient temperatures, or other conditions that place heavy loads on the CVT.
For a 275 horsepower CVT driven machine, factory belt temperature monitoring is more than a novelty. It gives drivers direct visibility into one of the most critical components in the powertrain.
Physical buttons remain below the touchscreen, allowing drivers to control essential functions without relying entirely on the display while moving over rough terrain.
Steering Wheel Controls, Drive Modes, and Stage 4 Audio
The telescoping steering wheel includes integrated controls for the audio system and DYNAMIX suspension.
The Pro R Boost retains Race, Sport, and Rock drive modes.
Race mode provides the most immediate throttle response and raises the engine idle slightly.
Rock mode adds additional throttle filtering to make the vehicle easier to control in technical terrain.
The Ultimate model also includes a Rockford Fosgate Stage 4 audio system with a 1,500-watt digital amplifier.
Digital communication between the touchscreen and amplifier allows more detailed tuning of the speakers and subwoofer.
Because the Pro R Boost operates at lower rpm and produces less engine noise than the naturally aspirated Pro R, Polaris says occupants should be able to hear the audio system more clearly without running it at maximum volume.
Apple CarPlay compatibility, vehicle health information, security alerts, maintenance status, rear camera integration, and RIDE COMMAND+ connected services further expand the technology package.
Pricing and Availability
- Two-seat Pro R Boost Ultimate starts at $49,999
- Four-seat Pro R Boost Ultimate starts at $53,999
- Two-seat Pro R Boost Ultra starts at $52,999
- Four-seat Pro R Boost Ultra starts at $56,999
Polaris says the first Pro R Boost models will begin shipping to dealers in November 2026.
Those prices place the vehicle firmly at the premium end of the recreational side-by-side market.
However, the Pro R Boost combines power that previously required extensive aftermarket engine work with factory-engineered cooling, clutching, drivetrain upgrades, adaptive suspension, integrated electronics, and factory warranty coverage.
For riders who would otherwise purchase a Pro R and immediately begin pursuing more power, the Boost may provide a more complete starting point.
What the Pro R Boost Means for Racing
The RZR Pro R already has an established competition program through the purpose-built Pro R Factory.
The arrival of a 275 horsepower turbocharged production model raises the obvious question of what comes next for Polaris racing.
Polaris has not announced a turbocharged Pro R Factory race vehicle, so it would be premature to claim that the Boost engine is immediately headed into factory competition.
However, many of the Boost's engineering upgrades directly address the systems that matter most in desert racing.
These include sustained cooling, broad low-rpm torque, belt temperature control, larger clutch components, liquid-cooled transmission operation, stronger front-drive components, reinforced half shafts, improved fuel capacity, and reduced cabin heat.
The production Boost now makes more advertised horsepower than the existing Pro R Factory race engine.
That alone makes the future relationship between the showroom platform and Polaris's racing program worth watching.
The Pro R Boost could influence future race vehicles, factory-backed programs, privateer builds, or even the direction of racing classes as turbocharged production machines become increasingly common.
The Aftermarket Is About to Get Interesting
The Pro R Boost creates a major new development opportunity for the UTV aftermarket.
Manufacturers will first need to determine which existing Pro R components remain compatible and which require Boost-specific engineering.
The roof scoop, rear radiator, turbo location, revised clutch housing, larger driven clutch, stronger belt, new front drive, expanded fuel tanks, and altered thermal environment may affect fitment across several product categories.
Likely early development areas include engine and turbo tuning, charge cooling, exhaust systems, intake components, clutch calibration, CVT cooling, belt monitoring, driveline protection, suspension tuning, chassis reinforcement, fuel system upgrades, heat shielding, safety equipment, wheels, and tires.
However, 275 factory horsepower may also change the usual upgrade priorities.
Owners may not immediately need more peak power.
The most successful early builds could focus on maintaining belt temperature, controlling heat, improving traction, protecting the driveline, and making the suspension work with the engine's broad torque delivery.
This is already an extremely powerful machine. Building a balanced package may matter more than chasing a dyno number.
A New Era for the Polaris RZR Pro R
The 2027 RZR Pro R Boost is more than another Pro R trim.
It marks the platform's transition from a naturally aspirated flagship into a factory-engineered forced-induction performance vehicle.
Polaris combined 275 horsepower with an electronically controlled turbo system, broad low-rpm torque, expanded clutch airflow, a heavier-duty belt, liquid-cooled transmission operation, a stronger front drive, reinforced half shafts, dual cooling circuits, a rear-mounted radiator, and an integrated roof scoop.
The result is a vehicle designed to maintain its performance in extreme heat, at elevation, and under sustained off-road loads while also providing a quieter and cooler cabin.
DoubleZero Powersports is excited about the future of forced-induction Pro R performance and what this new platform could bring to recreational builds, the dunes, desert racing, and the aftermarket.
The factory UTV horsepower war is far from over.
With the RZR Pro R Boost, Polaris has moved the benchmark again.