The 2022 Kawasaki Teryx KRX 1000 is Brilliant

Last year, we gave the Kawasaki Teryx KRX 1000 a Sport UTV Editor’s Choice Award. That raised some eyebrows, as the segment is packed with heavy hitters with more than double the horsepower. But the KRX held its own thanks to an excellent suspension that helps the rig feel right at home regardless of the terrain. The sport segment is more crowded than ever thanks to additions like the 2022 Polaris RZR Pro R, a 225 hp explosive device that, on paper, seems ready to detonate the KRX’s chances of holding onto its Editor’s Choice crown. We’re still working on the full review of the new megaton Polaris, but an afternoon with the 2022 Teryx KRX 1000 reminded us exactly why we love that machine.

The KRX isn’t a small machine, towering over nearly everything else at the trailhead, but it makes good use of its dimensions. Inside, there’s a surprising amount of legroom. The cockpit feels big and airy, thanks in part to the machine’s clear roof. Forward visibility is great, making it easy to place a wheel exactly where you want it, and the front seats slide forward and back for a comfortable driving position.

There’s also a surprising amount of onboard storage, including behind the rear seats, and the cargo area is expansive compared to what’s available on the Maverick X3. Otherwise, the interior is spartan, made up mostly of cheap-feeling black plastic. The switch gear and steering wheel feel on par with Can-Am, but Polaris and Yamaha have recently made efforts to improve their materials, and they make the KRX feel dated by comparison.

But none of that matters once you’re on the move. The 999cc parallel twin sounds great and provides solid power with 76.7 pound-feet of torque, according to Kawasaki. It doesn’t feel razor sharp compared to the high-strung offerings from Can-Am and Polaris, but the KRX isn’t slow. More importantly, its suspension is excellent. It’s clear that the money Kawasaki saved on the interior went straight to suspension development. At high speeds, the machine floats over baby head stones and imperfections on the trail. It’s not an exaggeration to say this is the best suspension we’ve had our hands on, and not just because it’s plush at speed.

The KRX also boasts a surprising amount of suspension articulation. We haven’t been able to put it through our RTI test, but we’d be surprised if the machine couldn’t take top honors. That articulation helps the big side-by-side feel confident and stable, even with the terrain is anything but. This time of year, Trail 16 at Windrock Park is a rutted, washed-out minefield, and the KRX made short work of it, slinking down big steps with all four wheels firmly on planet Earth.

Speaking of descents, we can’t say enough good things about the machine’s engine-braking. The system is excellent, and in low range we could inch our way down the steepest of trails without ever touching the brake pedal. That doesn’t just make for a confident ride, it means you’re less likely to burn through brake pads as you work your way down steep mountain trails. Combine low range with the KRX’s low throttle setting, and you have a machine that’s impossibly comfortable working its way down steep obstacles.

Going up is no less impressive, thanks in part to the Kawasaki’s beefy 31-inch Maxxis Carnivore tires, beadlock wheels, and seamless front locking differential. Point the KRX at whatever you want to climb and the KRX is ready for it.

Do we have complaints? None that would keep us from parking a 2022 KRX in our garage.

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