Jim Beaver’s 2021 Kawasaki Teryx KRX 1000 eS Impressions/Review
So for the first time in eight years I get to go out and experience non-Polaris side by sides. Being in a factory ecosystem is an amazing thing, but truthfully, you have no idea what the competitIon is doing. As you have seen, things have changed around here with JB15, and while it may be scary at times, it can also be a breath of fresh air. Enter the KRX 1000.
My friends at Kawasaki were kind enough to send me one of their KRX 1000 units to have some fun with, and for a funemployed guy like me, the fun factor has gone through the roof. The unit they hooked me up with is their premium eS model with the Kawasaki Electronic Control Suspension (KECS) system.
First impressions of this unit from the outside are the looks are killer. It just looks menacing, and the stance (longer and wider than most two seat UTVs), adds to the aesthetics. The interior has more room than I have ever seen in a two seat UTV, and for a guy like me that is taller, plenty of leg room. Things down to the cup holders were thought about, and everything top to bottom just seems like it was made to take abuse. Nothing flimsy or cheap about the KRX 1000, and the fact that the eS units have full doors (all KRX units do), a roof, and a front bumper from the factory, it saves you an easy grand of built in value over the competition.
Full disclaimer before I start talking performance, this unit has been upgraded with 33x10.50x15 General Tire Grabber X3s on 15” Vision GV8 Beadlock Wheels so that should be taken into consideration on all impressions.
Now on to the fun stuff. I’ve been in a lot of two seat units testing under my previous contract in the past. Unbiased, this is the best naturally aspirated UTV on the market hands down (the new 220 HP RZR is a different category, even though it is naturally aspirated). It’s built for war. You hate to say bulletproof but anything that any other manufacturer has struggled with, Kawasaki fixed. Stock axles are huge, you don’t worry about belts ever, and it’s even got a belt temp gauge from the factory. Small things, down to the slotted brake rotors so you can push out lug studs without having to pull the hub, were thought about. Kawasaki may have not been “first to market,” but they did their homework and brought something out that was “best to market.”
In the dirt, the KRX 1000 will climb absolutely anything and I mean ANYTHING. I made a point to climb every hill and dune I have climbed in my turbo cars from other manufacturers, and while the KRX 1000 may not climb some quite as fast (it is at a horsepower disadvantage), it was able to climb every single hill with ease. If you want something for technical trail riding or the rocks, look no further. Its size is perfect. With its length and width, it handles like a dream stock. I took this KRX 1000 in the whoops in the main wash we race in the Best in the Desert Parker 250 to see how it would handle a true desert race course and the results were beyond impressive. Out of the box the KRX 1000 was going 65mph effortlessly over some of the most abusive terrain we race on. I’m sure the KECS system on the eS helped, but this vehicle in any form should be impressive for even the most demanding of drivers. Any other UTV in this category would take $5-10k worth of suspension to do what the KRX 1000 did out of the box. Fire roads? With the footprint of the KRX 1000, you are in for a real treat. Channel your best Sebastian Loeb, because the KRX 1000 will have you thinking you are headed for the WRC.
What Kawasaki built was a UTV you can buy and go tackle any type of terrain without the need for thousands in upgrades. If you want to spend some money and fine tune an already bulletproof machine, you will have a UTV capable of conquering anything you can throw at it, including racing. The Kawasaki KRX 1000 stands tall in an industry full of competition in the two seat naturally aspirated UTV segment.
For more information: https://www.kawasaki.com/en-us/side-x-side/teryx/teryx-2-passenger-sport/teryx-krx-1000