Since introducing the original 50in wide RZR 800 , the buildup of Polaris’s sport side by side line has been something of cold war proportions, the only difference being that Polaris has no clear threat over the horizon. The only other manufacturers bold enough to build machines targeted at the RZR line have only one machine in their arsenal at best. Including their youth model RZR 170, Polaris has 7 base model RZRs and a total of 20 variations making them the only super power in the high performance side by sides!
Polaris has proven their ability to deliver an exceptional amount of performance for the dollar with models like the Ranger 400 side-by-side, and Sportsman 500 ATV. For 2012, Polaris knocked the bottom out of the entry-level price point for sport side by sides with their RZR 570, selling it for $1500 less then the 50in wide RZR 800. Customers ate up the new 570s, so Polaris expanded on it for 2013, with the new RZR 570 EPS Trail LE.
For those not yet familiar with the RZR 570, Polaris took the RZR 800, added in some tenology from the XP900, combined that with an all new purpose built Pro Star engine, and the 570 was born. The performance focused, fuel injected, 567cc Pro Star engine was purpose built for the RZR, It shares the same four-valve, double-overhead-cam design as the XP’s Pro Star 900 engine, with one less cylinder.
The transmission is also very similar in design to the XP 900’s, but optimized to work with the 570’s engine. Designed to be light and efficient, the transmission features helical cut final drive gears to optimize gear geometry for better power transfer. The transmission features both high and low ranges, plus neutral, reverse, and park.
Suspension travel numbers are identical on the 570 and 800. Preload adjustable Sachs shock control 9 inches of travel up front and 9.5 in the back. Dual a-arms reside at both ends, although the 570’s rear geometry was revised somewhat from the 800’w.
The RZR is slowed by four-wheel disc brakes with dual piston front calipers. Braking and acceleration forces are transferred to the ground via 25in tires mounted on 12 rims.
Safety is provided by a ROPS certified roll cage, door nets, and three point seat belts with anti-cinch shoulder straps. A grab-handle adds comfort and safety for the passenger. Tilt steering and adjustable drivers seat also enhance comfort.
Polaris mounted the air intake for the engine and clutch high on the left side of the cargo bed, making them less susceptible to ingesting water and debris, while easing maintenance. A removable access panel in the 570s bed allows easier access to the engine for maintenance, and all of the pro star engines feature a wet sump design for quicker oil changes.
The cargo bed works with a number of Polaris’s Lock and Ride Accessories, and can hold 300 pounds. The 1.25 inch hitch receiver can a tow another 745 pounds, so getting your gear out to the camp site shouldn’t be a problem.
Trail LE Specific features
Polaris gives you more then just painted plastic and flashy wheels for the EPS Trail LE’s additional $2000 asking price. Heading up the impressive list of additional improvements is electric power steering. Engine braking with Polaris’s Active Descent Control is a great feature for long downhills, and VersaTrac Turf Mode unlocks the rear differential helping prevent damage while turning tightly in sensitive areas. Addiional storage is provided by the dry storage box under the hood and by a passenger side mounted glove box. The standard Ancra tires are swapped out for 25 inch Maxxis meats mounted on Black Crusher aluminum wheels. Cosmetic upgrades include the Gloss Black painted dash an hood, color matched painted front and rear suspension springs, a custom graphics package, and cut and sewn seat covers.
We recently had the opportunity to put the RZR 570 EPS trail model through a brief test in Great Falls Montana, at Bull Run Ranch, and private ride club. Trails ranged from wide-open to tight and twisty with lots of elevation changes.
Polaris claims RZR 570 accelerates from 0 to 35mph in 4 seconds. That’s just two tenths of a second slower then the RZR 800. We have to admit, we were surprised how well the 570 gets moving and accelerates at low to mid speeds. Its fast enough to cruise fire roads. We managed to get ours up over 55mph in spite of the rain soaked conditions.The RZR 570 was built for the woods, though and that’s where its engine shines, accelerating from corner to corner and up some impressive inclines.
We switched between two-wheel and four-wheel drive throughout our hour of testing, taking advantage of the all-wheel-drive system when necessary. Since the Ranch didn’t want their pastures damaged we felt this was the perfect opportunity to turn on the VersaTrack Turf Mode and cut some low speed donuts. Fortunately, no one will ever know unless they watch this video as Turf Mode left the ground unscathed.
For its 50 inch width, the 570 feels planted around turns and on sidehills, thanks in part to its low center of gravity and anti-sway bars mounted at both ends. Steering is light and responsive without any jarring feedback, thanks to the power steering. The sloppy conditions made judging steering precision a little difficult, however we were able to keep the machine going where we pointed it in spite of the lack of traction provided by mother nature.
Suspension action of the 570 is sports car like. Its initial movement is firm, but not harsh allowing you to traverse rocky creek crossings and gnarly exposed roots comfortably. The shocks firm up well enough in the travel to resist bottoming on larger bumps and g-outs. Its overall performance is right on for the trail.
Ground clearance was one area where we found issue with the 570, Polaris claims the machine has 10 inches of clearance, but with a driver and passenger on a slightly worn trail with softball sized rocks sticking out of the center, you’ll feel some nasty hits on the bottom of the chassis. The 800 models received dual-rate springs for 2013, to keep them riding higher in the travel when loaded down. Perhaps a similar update for the 570 is in order. With more time we would have added preload to the shocks to see if it raised the ride height a bit. If we acquire a long-term test unit, 26, or 27-inch tires with a clutch kit to compensate, and aluminum skid plates would be our first modifications.
The 570’s braking performance is outstanding. Rob used the word love when describing his feelings for them on a couple of occasions. They are powerful enough to lock up all four corners, but they offer such great feel you can easily maintain traction under braking even in the slop. Although base model purchasers wont experience the benefit of the very effective engine braking system, they will still get awesome brakes!
At 6,2” and 240 pounds, test driver Rob Frede filled the drivers cockpit, but still found it comfortable. One thing Rob really liked was the recessed heel pocket for the gas pedal, which makes pedal control much easier and far less fatiguing. Polaris must have patented their passenger grab bar, otherwise, we cant imagine why everyone in the industry isn’t doing something similar. It’s so beneficial to the passenger, especially in whoops or rough high-speed sections.
Polaris is sure to grow their RZR army with the 570 and 570 LE. With thehe industry’s lowest retail at $9,999 for the base model, the 570 opens the doors to more enthusiasts interested in getting into side by sides. The 570’s performance is strong enough to get them hooked. EPS, turf mode, engine braking, plus the other add-ons, really add to form and function of the 570 trail LE. Polaris always seems to exceed our expectations with each new model. The RZR 570 and 570EPS Trail LE are no different At $10,999, the 570 LE is $500 more then the base model 800, which may give power hungry people something to think about..
Model: RZR 570 EPS Trail LE
MSRP: $11,999 Base model $9,999