Kawasaki's New Supercharged UTV Delivers 250 HP Using a Ninja Motorcycle Engine

      Kawasaki

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      As if the 225-horsepower Polaris and the 240-hp Can-Am UTV weren’t impressive enough, there's now a turbocharged Kawasaki side-by-side producing 250 horsepower. This is the Teryx H2, equipped with a supercharged 998cc four-cylinder engine that outperforms the RZR Pro R’s naturally aspirated 2.0-liter and the Maverick R’s turbo engine. Priced at $37,199 prior to delivery charges, it sits just below its four-door competitors. What a thrill.

      The Teryx H2 features the first supercharged engine in the performance UTV market, derived from the Ninja H2 superbike. Kawasaki has engineered a custom centrifugal-style blower that operates at 13.6 times the engine speed. Therefore, when the engine revs at its maximum of 9,500 rpm, the supercharger spins at nearly 130,000 rpm. The manufacturer claims it raises pressure “to as much as 2.4 times atmospheric,” which is roughly around 35 psi if my conversion tool is accurate. No need to worry; it comes with an ECU-controlled blow-off valve to release excess boost.

      The high-airflow demands necessitate a significant amount of fuel; hence, Kawasaki opted for four separate 40mm throttle bodies instead of a single one. It also includes two sets of injectors—one pair of 12-hole “downstream” injectors near the throttle bodies for better control at low rpm, and another pair of 10-hole “upstream” injectors that activate above 5,000 rpm. Kawasaki states that this dual-injector arrangement helps cool the air-fuel mixture before it reaches the combustion chamber, leading to more efficient combustion. Clever move.

      Kawasaki

      You won’t find a dual-clutch automatic in the Teryx H2, as it continues with a continuously variable transmission, which isn’t necessarily a drawback. It features a thicker rubber belt, measuring 17.6mm compared to that of the KRX. Kawasaki has also provided a snorkel air intake for the CVT, adding a cool touch in both a literal and figurative sense.

      Notably, the Teryx H2 offers Full, Mid, and Low Power modes, allowing you to adjust the available power according to the situation. Mid Power mode limits output to 80% of full power, while Low Power mode reduces it to 60%. This functionality would be particularly useful on trails where full power might be excessive for navigating slower, more technical sections, and the front differential lock further aids in traction. It’s akin to a multi-position tuner in a vehicle. Additionally, drivers can switch between 4×4 and 2×4 on the fly.

      Those are 33-inch Maxxis tires, by the way.

      Anyone interested in performance UTVs knows that suspension is just as crucial, if not more so, than power. This is why the Teryx H2 comes with Fox 3.0 internal bypass shocks, and the Deluxe models are equipped with electronically controlled Live Valve units. These are considered the industry standard, so there should be little doubt that the Kawasaki can keep pace with Polaris and Can-Am on most trails. (Top specs in this category include 23.2 inches of front suspension travel and 24.0 inches of rear suspension travel, which, worth noting, aren’t quite as impressive as those of the RZR Pro R or Maverick R.)

      The Teryx H2 has dimensions of 159.4 inches in length and 74.0 inches in width, with a wheelbase of 126 inches. It’s slightly shorter than the Polaris and Can-Am, which I see as a positive. Furthermore, at 2,373 pounds in the Teryx5 Deluxe configuration, it is lighter compared to the Maverick R at 2,640 pounds dry and the Polaris at 2,480 pounds.

      It’s worth mentioning that these comparisons are made between four-door models, as the Kawasaki is not available in a two-door option. However, it can be configured with either four or five seats.

      Only the Deluxe models come with the 10-inch Garmin infotainment screen.

      The Teryx4 H2 starts at a price of $37,199 and can reach up to $43,199 for the four-seater deluxe model. If you opt for the fifth seat, it costs slightly more at $43,699. It’s astonishing to consider this as "affordable" within the segment, but it indeed is the least expensive option among the three main competitors. I’ve previously tested both the Polaris and the Can-Am, so once I get behind the wheel of the Kawasaki, I’ll share how they measure up.

      I suspect the comparison will be very close.