Polaris has made several yearly changes to the RZR models with the Prostar 925cc motor and the factory Turbocharger. See most notable changes that have to do with power/driveline through the years in the article below.
Pro XP models: Larger turbocharger for all Pro XP models. All year Pro XP models are wideband with the blue o2 sensor lead. 2020 models had a weak rubber pre airbox intake tube that the factory updated. Make sure your vehicle has this update if you have a 2020 model, otherwise we sell the aluminum tube to fix this. They also revised the cylinder head so it automatically bleeds the coolant. This is great for when removing the turbo or engine parts that require draining the coolant. Keep in mind these will be harder to tell if you have a blown head gasket as they will bleed out and not overheat like previous models. If your head gasket does blow you will notice your coolant reservoir ballooning/weeping. 2020 Pro XP models came with the new P90X HD clutch system, but the primary clutches were weak and known to come apart.
In 2021+, Polaris updated the transmission shaft and secondary clutch to a slightly different design with less rotating mass. The 2021+ secondary clutch is NOT interchangeable with the 2020 models.
For 2022 Polaris updated some models with the newer style 1327287 primary clutch which looks to be stronger. It seems some models have them, but others do not… even though they all call for that part #. We assume this is because of supply issues. See THIS ARTICLE for much more clutch related information.
In 2022, Polaris also updated the boost controller vent line to attach to the frame. This is an improvement to keep dirt out which causes overboost. However with our intake tube, we still attach the vent line to the intake tube with a brass nipple to have a closed loop system.
Turbo R Models: Same larger turbocharger as the Pro XP. These are all wideband/blue o2 lead models. They all have the updated/stronger primary clutch(not sure how strong, but better than previous). These models still like to slip the belt due to improper clutch calibration for the added vehicle weight. Boost controller is now into the frame(same as 2022 Pro XP) Low range is much lower and great, but in high range, they still slip and we developed specific clutching just for the Turbo R.
2021 RZR Turbo/Turbo S models use the P90X clutch system and almost identical clutching to the Pro XP, but with a weaker secondary spring. These models slip from the factory, have a weak primary clutch, and other issues. We highly suggest adding one of our clutch kits to fix the vehicle. See THIS ARTICLE for much more information. All 2021 RZR turbo models are wideband unlike 2019/2020 where some were wideband, some were not.
RZR Turbo/Turbo S 2020 Models: Updated the intercooler damper part number to better support the intercooler resulting it much less change of failure (Part #: 5814884 )
RZR Turbo/Turbo S 2019-2020 Models: In 2019 Polaris made their own “snap ring delete” kit to get rid of a poor design we’d fixed since the beginning of the XPT. In 2019 Polaris came out with a CA evap/wideband model for sale in Cali which has a blue o2 lead/wideband system. This was only found in CA models. In 2020, Polaris was roughly 50/50 with non evap/49 state models being wideband as well… they were a mixed batch. More on wideband models HERE
RZR Turbo 2017-2020: From 2016, Polaris changed to larger injectors, engine calibration/calibration techniques for 168hp, added a 3 layer head gasket (2016 was a 2 layer), updated clutching calibration(weights/springs/helix/helix buttons) and updated transmission gearing(higher). 2017 4 seat models had slightly lower transmission gearing, while the 2018+ models had the same gearing 2 vs. 4 seat.
2016 Turbo 144hp Models: First year vehicles like normal had many updates/changes needed. Great vehicles if you work out the bugs and they have much lower transmission gearing. With the correct clutching, they can handle bigger tires better than the newer models. Power is easily upgradable.