TERYX KRX4 1000 ES 2023

Engine

Kawasaki’s 2023 KRX1000 powerplant remains unchanged, with a stout 999cc parallel-twin engine delivering power through a CVT transmission. The KRX engine makes good noises and has a decent amount of low-to-mid grunt, but it lacks top end punch. The engine will motivate the KRX to the mid-60 MPH range, putting it near the rear of the pack in the 1000cc NA sport class. The KRX’s engine is well suited for slower technical terrain, where its engine and throttle tuning really start to shine. The KRX also has a Low Power Mode switch, which deadens the throttle response and pulls back more engine power to make navigating slow-speed obstacles easier. We would like to see adjustable throttle maps without the need for reduced power.

The KRX’s engine is fed by a Donaldson air filter box, with a large intake plenum designed to increase throttle response. It breathes through a large prefilter snorkel that is routed up to the top of the bedsides. One side feeds the engine, the other feeds the CVT intake.

TRANSMISSION/DRIVETRAIN

All KRX1000 models use the same two-speed CVT transmission. This Kawasaki belt drive system also integrates a centrifugal clutch that takes the abuse at low speed rather than trashing the belt. The gearing in the KRX’s transmission seems very low, as it reaches its top speed quite easily in stock form. We have also heard rumblings of some customers experiencing premature clutch wear with users subjecting their KRXs to prolonged high-RPM/high speed use, although we have never had an issue with one of our production testing units. We are very interested to see the effects of some aftermarket clutch tuning on this platform.

Suspension

You can sum up the difference between the KRX 2 seat and 4 seat models to mostly slight changes in length and weight. This means that the suspension geometry, arms, brakes, axles, and everything else on the wheel end was carried over to the KRX 4. Changes to spring rates and shock valving to deal with the extra vehicle weight were made, but otherwise, this car is just as great as the 2 seat KRX.

Up front, a Dual A-Arm suspension setup delivers 18.6 inches of useable wheel travel, but Kawasaki didn’t stretch the KRX out to 72 inches wide to get it done. The KRX gives the most useable wheel travel in its class, and does so at a 68 inch width. This makes tighter trails a bit easier to navigate, while still giving the KRX amazing handling confidence.

INTERIOR/EXTERIOR

The KRX 4 has a ton of occupant room, which is one of the best things about it. Sitting side by side with another full-sized human is much more comfortable than it is in some of the narrower machines in the class. Legroom in the rear seats is also plentiful. Full-size adults fit just fine, and Kawasaki didn’t raise the rear seats stadium-style to keep the center of gravity and overall height down. The KRX’s clever body design helps shrink it a bit visually, and it looks great even from a side profile. This model’s orange on black color scheme was a hit with our staff as well.

Kawasaki also offers a ton of accessories for the KRX, from roofs, to cab nets and windshields, winches, lighting and more. Ergonomically, the KRX is a hit with most drivers and passengers, with few complaints about the interior except the lack of a telescoping steering column.

TIRES/WHEELS/BRAKES

Traction is provided by MAXXIS Carnivore tires in a square 31x10R15 setup. This particular model did not have beadlock wheels, and we never experienced a de-bead during testing. The Carnivore tires work will with the KRX’s chassis, and it exhibits cornering grip that will leave you grinning on curvy trails. We really like the overall feel of the KRX’s OE setup, and the tires wear well too. The wheel design is elegant, with a 16-spoke design and a machined aluminum face that really pops.

The KRX’s brakes are strong and the brake bias is set up very well for braking into a corner or coming down a steep grade. The braking traction and overall grip level add a lot of confidence for the driver of the KRX when in technical situations.

Competition

The KRX1000 eS sits atop the suspension throne for its price point, but it has some stiff competition from a power perspective. This KRX has an MSRP of $28,499. Honda’s Talon 1000X-4 would be the KRX’s main competition, as it includes Honda’s version of Fox Live Valve, and it’s $24,199. The KRX offers a much more comfortable ride and more capable suspension than the Talon, but the Talon has a much more lively engine and transmission.

For $27,099, if you give up some features, you can pick up a 200 horsepower Can-Am Maverick X3 Max DS Turbo RR 64. You’ll give up full doors, internal bypass shocks, and electronic control over your suspension’s stiffness from the driver’s seat for that extra horsepower.

Polaris offers the now 9 year old RZR XP1000 Ultimate for $28,399, which includes a stereo system but no electronic shock control. To step up to Polaris or Can-Am’s electronic suspension equipped models, you are looking at $37,399 for the 181 horsepower RZR Pro XP Ultimate, or $35,399 for the Maverick X3 MAX X rs Turbo RR with Smart-Shox 72.

The KRX offers a unique blend of high-tech chassis and suspension performance with a loweroutput naturally aspirated engine, letting those who don’t need a massive amount of horsepower