Those of us who grew up in the world of Japanese ATV’s and dirt bikes, have been patiently waiting since 2008 for one of the big four to come out with a RZR like SXS, with the Japanese fit and finish and quality standards. Recently, Yamaha, then Honda both gave us great machines, but not necessarily the simple, to the point CVT driven machine we had expected. Kawasaki finally did.
WHAT DOES IT COST?
There’s is only one model of the Teryx KRX1000 and it sells for $20,499. That’s $1500 more than Yamaha’s base YXZ1000R but $500 cheaper than the Honda Talon 1000R. The 2020 Polaris RZR has a MSRP of $18,599
WHAT ENGINE DOES IT USE?
Kawasaki built an all new twin cylinder, fuel injected four stroke with 999cc for the KRX. It’s normally aspirated and produces 112 horsepower and 76.6 Ft. Lbs of Torque at 7,000 RPMs. The aftermarket has a turbo in the works and we have a feeling Kawasaki does too. The power plant is mated to a gear box using a huge CVT system. There are two power modes and the front differential has an electronically locking front differential.
HOW IS THE POWER?
It’s on the mild side. If you are looking for jerk your head back horsepower, you won’t find it here. It’s quick enough to be fun and smooth enough anyone can drive it. Kawasaki put a switch on the dash, which allows the driver to use “LOW” power mode. It drastically limits power for the first half of the throttle gas pedal throw. The idea was meant to help non experience riders modulate throttle in tricky or rock crawling situations. It works but the power is limited too much that in severe rock crawling, the motor doesn’t have enough power get over tough obstacles. We would rather have a separate key that limited power for newbies. Otherwise, the standard position is low and tame enough we dont see people having issues with snappy power.
WHAT ARE THE CHASSIS DIMENSIONS?
Overall, it measures 68.4 inches wide, 10 feet, 10 inches long and 75 inches tall. It has a 99-inch wheelbase. The Maxxis Carnivore tires are sized at 31/10-15” mounted on beadlock wheels using a 4/156 (Polaris) bolt pattern.
The rear cargo area is big enough to fit a 32 inch tall tire laying flat. However, to tie it down you would want to add Kawasaki’s rear bumper and use the Y strap you can get from the dealer. There is not a round harness (or accessory) bar behind the seats like you see on most UTV’s but Kawasaki did put tabs to mount harnesses on a piece of square tubing hidden under the bodywork.
HOW MUCH DOES IT WEIGH?
At nearly 1900 pounds, the KRX is on the heavy side but only about 100lbs more than a RZR Pro XP or the Maverick X3’s with big tires and beadlocks. Furthermore, the extra weight is in strength and is not wasted. The skid plates are steel, the frame is robust. Also, aggressive eight ply tires mounted on beadlocks add to the weight number but will save you dollars in the long run. When you dig even deeper, you see that the A-arms and trailing arms are thicker than some aftermarket pieces, All the suspension mounting points are sturdy and double sheared and the axles look more like broom handles than toothpicks.
HOW IS THE COCKPIT?
It’s very roomy inside and Kawasaki did a great job making sure any size driver or passenger will feel comfortable. Both seats slide and even when they are pushed all the way back, there is storage room behind them. You could easily fit tool bags, soft coolers and jackets behind the seats. The seat bases pop out without tools but the frames and backs require a socket to remove them. Leg room is great and five cupholders are available. Cabin heat never seamed to become an issue although our water bottles in the cup holders did get a bit warm after a couple hours. There is a cup holder in the passenger door that will not soak up any heat from coolant tubes running near it like the others do. The glove box could be bigger but there is a center storage cubby that is useful but it needs Kawasaki’s accessory netting to hold things in place.
HOW ABOUT SUSPENSION?
Thick double A-arms up front and Fox shocks control 18.6 inches of wheel travel. Out back, a 4-link trailing arm set up again uses Fox’s compression adjustable shocks that travel 21 inches. The dual stage springs have cross over rings to fine tune when you want your stiffer main spring to come into service. Plus the top spring is not collapsed at ride height so it can be used to soak up smaller initial chop. Rebound is not adjustable but internal dampening is so good, adjusting it never came to mind on our first ride. Swaybars are found at both ends.
HOW DOES IT HANDLE?
In one word “Great” the long 99-inch wheelbase, 31” tall tires and 20-inches of wheel travel will tame almost any trail. Bump absorption is excellent in deep whoops and the car drivers incredible straight going through the chop. We only found bottom out once in a big G-Out and that was when we had the compression clickers turned all the way to soft. At slow speeds we appreciate that Kawi gave the KRX dual rate springs with crossover ring adjusters. The initial 6-inches of travel is plush over terrain from washboard too soft ball sized rocks.
HOW IS TO WORK ON?
The air filter can be removed without tools and sits behind the driver’s seat. Oil changes were well thought out with drain holes in the skid plates and there is a sight glass to view the oil level at any time. However the oil filter will spill oil on the engine when removed and some of the skid plates are not removable, so cleaning or inspecting certain parts will be a pain. There is an electrical buss bar under the dash to hook up accessories if needed and the side engine case surrounding the stator has an access panel making things easy if you want to install the accessory alternator down the road. The CVT belt is pretty easy to change, however, there is no tool kit whatsoever sold with the KRX, not even the bolts required to change the belt. Kawasaki claims, you will rarely ever need to change one anyway. Hmm.
WHAT ARE OUR FNAL THOUGHTS?
If you are looking for a well built, reliable car for the open deserts, rocks or wider mountain roads, The KRX can conquer all of that. New drivers won’t feel intimidated by crazy fast power, shifting or suspension that needs major set up. It has room for any sized rider and is a blast driven fast or slow. From our initial 100 miles behind the its easy to tell, this is a machine that will last for years and should never leave you stranded even if abused.
SPECS: 2020 KAWASAKI TERYX 1000
Engine type…Liquid-cooled, twin cylinder normally aspirated, DOHC, 4-stroke
Bore x stroke… 92.0 mm x 75.1 mm (x2)
Lubrication system…Dry sump
Additional cooling…Auto fan
Induction… 50mm EFI (x2)
Torque…76.7 ftlbs @ 7,000
Starting procedure…Turn ignition switch w/brake on
Access…Under cargo tray behind driver
Reverse procedure…Brake on, move range selector “R”
Drive system…Selectable 2WD/4WD w/manual diff lock and EPS
Fuel capacity…. 10.6 gals
Claimed wet weight…1896.3, 1898.5lb (CA)
Bed weight limit…350lbs
Frame…Steel round tube
Front…Dual A-arm w/Preload and compression adjustable FOX 2.5 PodiumLSC shocks/ 18.6”
Rear…IRS 4-link Trailing-arms w/Preload and compression FOX 2.5 Podium LSC shocks/ 21.1”
Front…Hydraulic 258mmdiscs/left-side pedal twin piston calipers
Rear… Hydraulic 258mmdiscs/left-side pedal single piston caliper
Parking…Lever on console
Front…31×10-15 8-Ply Maxxis Carnivore on beadlocks
Rear…31×10-15, 8-Ply Maxxis Carnivore on beadlocks
Front…High/low LED headlights
Rear..LED brake/tail lights
Instrumentation…Digital/Speed/odo/trip/hour/rpm/volts/fuel/gear/clock/2WD-4WD/Diff lock/Water/CVT Temp
Minimum recommended operator age…16…16
Suggested retail price…$20,499