2023 Kawasaki Teryx KRX4 1000

Two extra seats with the same capability as the standard KRX. The Fox 2.5 piggyback shocks take ride quality to a new level, and the eS models have Fox 2.5 Live Valve internal bypass shocks. An acceptable entry price at $27,499.

It’s longer due to the extra seats, which hurts its turning radius quite a bit. It has the same engine and transmission as the standard KRX, which has been known to wear out clutch weights at high mileage.

It has all the features as a two-seater KRX, which won our 2021 Editor’s Choice award, just with extra seats. It’s hard to beat the comfort and capability of the KRX4, and the price makes it that much more likable. Like the two-seater, it won’t be the fastest rig on the trail and feels a bit lacking when you step on the throttle, especially with any extra weight from the rear passengers.

While other four-seat side-by-sides will blow you away with massive horsepower and all the bells and whistles, it’s hard to beat something so good and comfortable as the KRX4. The price point is the seller here, as the top-of-the-line trim package only runs $29,999 MSRP when some competitor’s base models can get more expensive.

The KRX4 is an all-new model.

2023 Kawasaki Teryx KRX4 1000 SE: $27,499

2023 Kawasaki Teryx KRX4 1000 eS: $28,499

2023 Kawasaki Teryx KRX4 1000 eS Special Edition: $29,999

For only $2,500 over entry level, it’s hard not to go with the eS Special Edition. The winch that comes on the eS Special Edition makes it worth it by itself, but you also get a Hifonics AM/FM/Bluetooth audio system and a sport roof.

The SE is still a great option though, as a winch comes standard (unlike the eS); it just doesn’t have electronic suspension like the eS and eS Special Edition or the Fox 2.5 Live Valve internal bypass shocks.

The KRX4 1000 gets an eight-valve DOHC 999cc parallel twin that puts out a respectable 112 hp and a hefty 76.7 lb.-ft. of torque. It routes all that through a CVT with high and low range and reverse, and into a selectable 2WD/4WD transfer case with a selectable locking front differential.

You also get a selectable throttle mode switch to soften power delivery off-road, plus hill descent control.

Almost 19 inches of suspension travel up front and 21 inches out back combine with a long wheelbase and some heft to make KRX4 straight and stable at speed in open terrain, but a bit hard to manage in tighter spaces.

Steering is communicative, direct, and assured. The KRX4 can be difficult to navigate sharp curves, but aside from the large turn radius, the steering felt comfortable and responsive.

Hydraulic disc brakes sit at all four corners, with two-piston calipers up front and single-piston calipers on the rear wheels. They are responsive, but don’t feel too touchy.

Both front seats are fully adjustable and extremely comfortable, and thanks to its size, the KRX4 has more than enough room for larger riders. The back seats are extremely comfortable and have plenty of legroom and storage. The cabin is littered with storage cubbies, and there is decent room behind the seats for more. A tiny bed out back can accommodate some gear, but utility pretty much stops there.

Kawasaki fits three-point seatbelts as standard, but there are factory accessory and aftermarket options if you want to step up to racing-style harnesses.

No towing capacity, but the cargo bed can fit a spare tire with room left over, has tie-down points, and is rated to carry 351 pounds in the bed along with the 1,001-pound payload.

The digital dash has a speedometer, tachometer, belt temperature gauge, drive indicator, economical riding indicator, and water temp gauge. If you go for the Special Edition, there’s a Bluetooth-enabled Hifonics stereo.

The standard warranty covers the KRX for six months, but Kawasaki sells coverage up to 36 months for an additional cost.

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