2027 Polaris RZR Pro R Boost Raises the Bar With 275 Horsepower

Polaris has turbocharged the RZR Pro R. The 2027 RZR Pro R Boost pairs a 60mm turbocharger and a liquid-to-air intercooler with the ProStar Fury 2.0-liter four-cylinder, and Polaris rates it at 275 horsepower at 7,000 RPM and 215 lb-ft of torque at 4,000 RPM. That is 50 horsepower more than the naturally aspirated Pro R, and it makes the Boost the most powerful factory-built side-by-side Polaris has ever sold. It comes in both two-seat and four-seat configurations.

The turbo is the headline, but it is not the whole story. Nearly every system downstream of the crankshaft has been redesigned to survive the extra output — a relocated dual-radiator cooling package, an all-new transmission, larger clutches, reinforced half shafts and a hard-mounted front differential. Here is what actually changed.

2027 RZR Pro R Boost at a glance

A note on the torque figure: several outlets covering the reveal published 223 lb-ft at 6,000 RPM. Polaris’ own specification for the Pro R Boost is 215 lb-ft at 4,000 RPM, and that is the number we are using here. Peak torque arriving at 4,000 RPM rather than 6,000 matters more than the headline figure anyway — it means the pull is there well before the engine is screaming.

Turbocharged power replaces naturally aspirated

The outgoing Pro R made 225 horsepower from a naturally aspirated version of the same 2.0-liter four. For 2027, the Boost keeps that basic architecture and adds a 60mm turbo — roughly twice the size of the turbos used on other machines in the class — along with liquid-to-air intercooling and internal engine changes to handle forced induction.

What you feel is not just a bigger peak number. Turbocharging fills in the midrange, which is where a two-thousand-pound car actually lives: accelerating out of a corner, climbing loose sand, pulling a four-seat cabin full of people up a dune face. Polaris also says the Boost holds full power until ambient temperatures exceed 115°F or the vehicle climbs past 10,000 feet of elevation — a meaningful claim if you ride Glamis in October or Sand Hollow in July.

One more detail that will matter to anyone who has ever felt their Pro R pull timing: Polaris removed the power torque limiter.

The cooling system moved

The single biggest structural change for 2027 is where the heat goes. The Boost runs a dual-radiator layout:

• Rear-mounted high-temp radiator — the engine radiator now sits behind the occupants, fed by a new roof scoop, with a clear rear window to keep airflow moving through it.
• Front low-temp radiator — mounted where the original radiator used to live, handling the turbo and intercooler circuit.
• Transmission cooler behind the grille — dedicated cooling for the CVT and transmission fluid.

The scoop on the roof is the giveaway. It feeds the high-temp radiator, which now sits behind the occupants instead of in the nose.

Splitting the circuits does two things. It gives the turbo a cool, stable air charge instead of asking one radiator to manage everything, and it pushes engine heat out the back of the car rather than through the firewall at your legs. Anyone who has spent a 105-degree day in a Pro R will understand why that second point is not a small upgrade.

An all-new transmission and a reinforced driveline

Making 275 horsepower is the easy part. Getting it to the ground repeatedly, at temperature, without cooking a belt is the hard part — and it is where the Boost gets most of its engineering.

Polaris fitted an all-new transmission with a CVT that is 40mm larger, a 330mm primary clutch, and a high-capacity clutch design using 48 curved cooling fins to move air across the sheaves. The belt is larger. The half shafts and axle shafts are beefed up. The front differential is now hard-mounted to the frame, and the front drive system has been upgraded to take more torque without flexing.

The instrument display gained a belt temperature monitor and an oil pressure gauge, which tells you something about how Polaris expects this car to be used.

Worth noting for current Pro R and Turbo R owners: these are exactly the failure points aftermarket clutch and belt companies have been addressing for years. If you are running a naturally aspirated Pro R, the Boost’s parts list reads as a factory endorsement of the upgrade path you have probably already considered.

→ RPM Pro R HD Primary Clutch Limiter — heavy-duty mechanical travel limiter for the Pro R four-cylinder primary clutch.
→ Clutch and transmission parts — clutch kits, weights, springs and helixes for Polaris platforms.
→ Drive belts — heavy-duty CVT belts built for high-output and big-tire setups. We covered the Trinity Racing MAXFORCE belt earlier this year.
→ Cooling systems — radiators, fans and coolers for desert and dune duty.

Suspension: familiar formula, new calibration

The Pro R suspension recipe carries over — long-travel Max-Link geometry and electronically controlled DYNAMIX shocks — but the calibration has been reworked for the Boost’s extra power and weight.

The Pro R Boost Ultimate in Sage Gray. Step up to the Ultra and you add a carbon-fiber hood, 32-inch BFGoodrich tires and active anti-roll bar links.

Ultimate trims get DYNAMIX DV with rear bump control. Ultra trims step up to the full DYNAMIX DVS system with active anti-roll bar links that adjust up to 200 times per second, plus G-Out protection. Ultra also adds 32-inch BFGoodrich tires, a carbon-fiber hood and seat bezels, and an MPI GT steering wheel.

Supporting hardware was upgraded too: a larger upper ball joint, stronger tie rods and revisions around the rear knuckle.

Technology and interior

The cabin will feel familiar to recent Pro R owners — this is a mechanical redesign, not a cosmetic one. The updates that are there are worth knowing about:

• 10.4-inch touchscreen running RIDE COMMAND+
• Apple CarPlay compatibility, arriving via a future software update rather than at launch
• Factory Rockford Fosgate Stage-4 audio with a 10-inch subwoofer
• Heated and vented seats
• Integrated rear camera capability

Pricing and availability

Add $1,995 destination to all figures. Dealer deliveries are expected to begin in November, and Polaris covers the Boost with a 1-year limited warranty. Full manufacturer specifications are on the official Polaris RZR Pro R Boost page.

For context, the 2027 naturally aspirated Pro R starts at $43,999 plus destination. The Boost commands a $6,000 premium at the entry point — but that money is not buying a turbocharger alone. It is buying a new transmission, a redesigned cooling system, stronger driveline hardware and a different suspension calibration.

Is the Boost a real upgrade over a Pro R?

Yes, and not a marginal one. A 225-horsepower naturally aspirated engine becoming a 275-horsepower turbocharged engine would be significant on its own. Rebuilding the cooling, transmission, clutching and driveline around it puts the Boost in a different category rather than a higher trim level.

The tradeoffs are real: more complexity, more weight, more heat to manage and roughly six thousand more dollars. A turbo is one more system that can fail, and forced induction is harder on belts and driveline components than atmospheric power ever was — which is precisely why Polaris reinforced all of it.

If you ride dunes, open desert or anywhere that rewards top-end and midrange pull, the Pro R Boost is the fastest thing Polaris will sell you off the showroom floor. If you mostly ride tight trails, the naturally aspirated Pro R remains a lot of car for $6,000 less.

Building out a Pro R in the meantime? Browse Polaris RZR Pro R parts and accessories.

Frequently asked questions

How much horsepower does the 2027 RZR Pro R Boost have?
275 horsepower at 7,000 RPM, and 215 lb-ft of torque at 4,000 RPM, from a turbocharged ProStar Fury 2.0-liter four-cylinder.

How much more powerful is the Boost than the standard Pro R?
50 horsepower more. The naturally aspirated Pro R makes 225 horsepower from the same 2.0-liter engine architecture.

How much does the 2027 RZR Pro R Boost cost?
$49,999 for the two-seat Ultimate, $52,999 for the two-seat Ultra, $53,999 for the four-seat Ultimate and $56,999 for the four-seat Ultra, all plus $1,995 destination.

What is the top speed of the RZR Pro R Boost?
92 mph. Top speed is unchanged from the naturally aspirated Pro R — the gains are in acceleration and midrange pull, not terminal velocity.

When does the 2027 RZR Pro R Boost arrive at dealers?
Deliveries are expected to begin in November.

Does the RZR Pro R Boost come in a four-seat model?
Yes. Both the Ultimate and Ultra trims are offered in two-seat and four-seat configurations. The four-seat models carry 17.4 gallons of fuel versus 14.7 for the two-seat.

Does the Pro R Boost have Apple CarPlay?
It is CarPlay compatible through the 10.4-inch RIDE COMMAND+ display, but Polaris has said the functionality arrives in a future software update rather than at launch.