The wait, expensive associates, is over. After months and months of teases, after all of the anticipation, and after the mountain of patent drawings RideApart uncovered, it is throughout. It is right here. It is dwell. It is actual. It is occurring dot gif. And why not, it’s actual and it’s fabulous.
We lastly—lastly!—have been gifted what we have all been ready for ever since we caught wind that Kawasaki was constructing a monster side-by-side behind the corporate’s inexperienced curtain. So say hi there to the 2026 Kawasaki Teryx H2, a 250 horsepower, supercharged go-fast UTV designed to tackle the likes of Can-Am’s Maverick R Max and Polaris’ RZR Professional R 4.
And by the specs listed under, scorching rattling does it have the possibility to take the Iron Throne and ship each these side-by-sides to The Wall within the North. OK, sufficient mixing of popular culture idioms, and let’s get to the nitty gritty of what makes this insane side-by-side tick.
I am going to offer you a touch, it is whines like a banshee.
Picture by: Kawasaki
We now have to begin with this side-by-side’s engine. A 999cc inline four-cylinder stays on the coronary heart of the Teryx H2, however a giant ole supercharger sits atop the engine, ramming air into it and doling out a staggering 250 horsepower and 146 pounds-feet of torque. Redline is pegged at 9,500 rpm, so Kawasaki gave the Teryx H2 an intercooler and twin air consumption snorkels—one for the engine, the opposite for the CVT—to be sure you do not blow up the engine whenever you’re flogging the hell out of it in Glamis or some other hot-weather local weather.
And for these asking why Kawasaki did not go the turbocharged route like its opponents, the model acknowledged that it did not need to energy supply points. i.e. Kawasaki did not need old-school turbo lag. The corporate states, “Not like a turbocharger that depends on exhaust gases, the supercharger of the Teryx H2 is mechanically pushed by the engine, eliminating turbo lag and providing instantaneous throttle response.” A shot throughout the proverbial bows of Polaris and Can-Am, little question.
There’s a blow-off valve, although, so you continue to get old-school squirrel noises ala the Lancia Delta Integrale Group B racer.
Picture by: Kawasaki
Picture by: Kawasaki
Picture by: Kawasaki
Not like mentioned Delta Integrale, nevertheless, you’ll be able to choose precisely how a lot energy you need despatched to both the rear wheels or all 4 by way of the Kawasaki’s energy mode selector. Three choices can be found—Full, Mid, and Low Energy—with Low representing about 60% of the obtainable energy, Mid being 80%, and Full being, nicely, all of the beans. All these supercharged prancing horses. Unleash thee now, thine stallions!
As talked about, drivers can choose between rear- and four-wheel-drive, and still have entry to a totally locking entrance differential for when it’s essential to crawl up an impediment or get your self out of a sticky scenario. However that is simply the half of it. The body and suspension are additionally out of this world.
Measuring at 74 inches, the width was designed to make sure you have loads of monitor to place all that horsepower to the path, gravel, and/or sand, with Fox 3.0 inside bypass shocks offering the Teryx H2 with 24 inches of journey, and 16.1 inches of floor clearance—bolstered skidplates abound all through to make sure no errant rocks or timber bash the underside an excessive amount of. The Fox models, nevertheless, include selectable maps by the model’s Kawasaki Electronically Managed Suspension (KECS) software program. Mushy, Agency, and Regular are the predetermined maps, with Kawasaki stating, “Drivers can simply modify the suspension on the fly utilizing switches on the steering wheel, selecting from three clearly outlined modes based mostly on passenger load or private choice.”
Kawasaki additionally in some way made the Teryx H2 almost 300 kilos lighter than Can-Am’s Maverick R Max and 100 kilos lighter than Polaris’ RZR Professional R 4 (Kawasaki [2,363 lbs dry] vs. Can-Am [2,640 lbs dry] vs. Polaris [2,480 lbs dry]). That, mixed with the horsepower, woof.
Picture by: Kawasaki
Picture by: Kawasaki
Picture by: Kawasaki
The model then particulars, “Regular mode strikes a steadiness between consolation and agency damping, making it appropriate for every little thing from informal cruising to extra spirited driving. Mushy mode emphasizes journey consolation, with gentler settings that enable extra suspension motion over tough terrain like whoops, particularly at decrease speeds. Agency mode is tuned for high-speed, sporty driving, providing tighter damping that minimizes physique roll and retains the automobile composed, even throughout aggressive maneuvers.”
You additionally get 270mm petal disc brakes in any respect 4 corners, whereas the fronts are clamped down by three-piston calipers, and the rears by twin-piston calipers. 16-inch aluminum wheels—which often is the largest wheel diameter provided by a manufacturing facility UTV—are shod with 33-inch Maxxis Carnivore Plus all-terrain tires. You’ll be able to, nevertheless, get bead-lock rims in case you go for the Deluxe fashions.
Picture by: Kawasaki
And as we have reported on earlier than, you could have a five-seat possibility in your bigger household outings within the dunes, with a big bench seat and four-point harnesses protecting you and your passengers from flying out the window. A four-seater possibility can also be obtainable. You even have a TFT show, an elective Garmin Tread infotainment, a pair hundred equipment, lights, backup cameras, and so many extra issues that make this go-fast side-by-side damn-near the king of all of them.
It is also acquired worth going for it, because it’s the most cost effective of the bunch.
At the moment, the bottom MSRP for the Can-Am Maverick R Max $39,199, whereas the Polaris RZR Professional R 4 will set you again a cool $38,999. The bottom worth for the Kawasaki Teryx H2? $37,199. Now, that is not a giant distinction between Crew Inexperienced and the reigning champions of go-fast side-by-sides, but it surely’s not nothing. And in at this time’s world of financial instability, just a few thousand off the others, together with a metric ton of horsepower, and rather a lot much less weight, nicely, which may simply tip the balances of energy towards Kawasaki.
As for what I believe, I believe we have a critical contender for the highest dawg with this Teryx H2. Plus, you’ll be able to match a household of 5 in its seats, which is all the time a profit. A minimum of for me, my spouse, and my three youngsters. We’ll have to attend and see how the factor stacks up after we lastly get to drive it.
