The new two-seat 2027 Kawasaki TERYX H2 Limited eS combines 250 supercharged horsepower with a shorter and more agile chassis. At Kawasaki’s media introduction in Georgia, journalists tested the machine on tight wooded trails and Durhamtown’s short-course track, providing impressions of both low-speed maneuverability and higher-speed handling.
We were unable to attend that event, so our first opportunity to drive the new H2 focused on a different question: How would it perform rock crawling at Sand Hollow?
2027 Kawasaki TERYX H2 Rock Crawling on Double Sammy at Sand Hollow
For our first test, I met up with Justin Kee from UTV Pros in Hurricane, Utah, and headed to Double Sammy, one of Sand Hollow’s most popular rock-crawling trails.
We intentionally kept this initial outing relatively moderate. The TERYX H2 was brand new, completely stock and still riding on its factory 33-inch Maxxis Carnivore Plus tires.
Our primary goals were to evaluate its Low-range gearing, throttle control, ground clearance and KECS+ electronic suspension. We were especially interested in learning whether the electronically controlled sway-bar system would provide enough articulation for uneven sandstone obstacles.
The answer was encouraging. The TERYX H2 Limited eS performed considerably better in the rocks than either of us expected.
A Shorter H2 Built for More Than Speed
The two-seat TERYX H2 uses the same basic 999cc supercharged inline-four found in the longer TERYX4 H2 and TERYX5 H2. Kawasaki rates it at 250 horsepower and 146.3 lb-ft of torque.
The major difference is the chassis. The two-seat model has a 101-inch wheelbase, compared with 126 inches for the four- and five-seat H2 models. It is also 3.5 inches shorter than the two-seat Polaris RZR Pro R and nine inches shorter than the 2027 Can-Am Maverick R.
2027 Kawasaki TERYX H2
That compact wheelbase is useful in Sand Hollow’s tighter technical sections. The TERYX H2 changes direction easily, provides a favorable breakover angle and can work around closely spaced obstacles without feeling cumbersome.
Kawasaki also pushed the wheels toward the corners of the chassis, producing approach and departure angles greater than 90 degrees. The Limited eS provides 16.1 inches of standard ground clearance, 23.2 inches of front suspension travel and 24 inches at the rear.
Those specifications looked promising on paper. Double Sammy gave us an opportunity to see how they translated to actual trail performance.
For a complete technical overview, see our 2027 Kawasaki TERYX H2 specifications and features.
2027 Kawasaki TERYX H2
Short Wheelbase: Maneuverability Versus Climbing Stability
The TERYX H2’s 101-inch wheelbase is an advantage when the trail becomes tight and maneuverability matters. It changes direction easily, works around closely spaced obstacles and is less likely to become centered on sharp crests.
However, a short wheelbase is not an advantage on every obstacle.
Toward the end of Double Sammy, the trail includes several steep climbs where a longer wheelbase provides greater stability. The TERYX H2 completed those climbs surprisingly well, but its short chassis can feel more intimidating as the incline increases and the front end becomes light.
That tradeoff would become more apparent on trails such as The Maze, which contains numerous steep sandstone climbs. The 2027 Can-Am Maverick R’s 110-inch wheelbase is nine inches longer than the two-seat H2 and is better suited to those extended, steep ascents. The longer chassis generally feels more planted when climbing sharply uphill.
The TERYX H2 has the advantage when the trail becomes tight. The longer Maverick R has an advantage when steep-climb stability becomes the priority. Sand Hollow includes enough of both terrain types that wheelbase should be viewed as a tradeoff rather than a simple shorter-is-better comparison.
FOX Live Valve Internal Bypass shocks with electronically controlled sway-bar links
Testing KECS+ Suspension in the Rocks
The Limited eS is equipped with Kawasaki Electronic Control Suspension plus E-Sway Bar, abbreviated KECS+.
The system combines three-inch FOX Live Valve Internal Bypass shocks with electronically controlled sway-bar links. The driver can select Comfort, Sport or Firm using controls on the steering wheel.
- Comfort: Provides softer damping and the greatest suspension articulation.
- Sport: Offers a middle setting for mixed terrain.
- Firm: Increases damping and sway-bar resistance for aggressive, higher-speed driving.
One important detail is that the shocks and electronic sway-bar system cannot be adjusted independently. You cannot select Sport shock damping while retaining the maximum sway-bar articulation offered in Comfort. Both systems respond to the same selected mode.
For rock crawling, we primarily used Comfort mode to maximize articulation.
The electronically controlled sway-bar links do not simply remain connected or disconnected. Kawasaki says the system continuously changes between Lock and Flex operating conditions. An integrated ECU coordinates sway-bar behavior with shock damping based on information from a six-axis Bosch IMU, steering-angle sensor, vehicle speed, gear position, throttle position and acceleration sensors mounted near each suspension corner.
The system evaluates those inputs every five milliseconds. Kawasaki says the suspension-mounted acceleration sensors can detect terrain changes up to 40% faster than the standard KECS system under certain simulated conditions.
The electronic system operates so smoothly that Justin could not feel it changing between Lock and Flex conditions. What he could feel was the result: the TERYX H2 articulated well, maintained tire contact and remained impressively composed over uneven terrain.
The suspension was one of the biggest surprises of the test. This was a completely stock machine with no spring, preload or valving adjustments, yet it remained smooth and controlled across Double Sammy’s sandstone steps and ledges.
High clearance trailing arms and a shorter wheelbase help with ledges
Ground Clearance and High-Clearance Trailing Arms
Ground clearance was another strong point. The combination of 33-inch tires, 16.1 inches of standard ground clearance, a short 101-inch wheelbase and high-clearance rear trailing arms allowed the TERYX H2 to negotiate ledges without constantly dragging its center section or rear suspension components.
Kawasaki’s four-link rear suspension provides 24 inches of travel. The shaped trailing arms provide additional clearance around obstacles, which is especially valuable at Sand Hollow. The center of a UTV may clear a ledge only for a low suspension component to contact the rock as the vehicle moves forward.
Justin noted that the machine climbed several obstacles more easily than we expected from a completely stock UTV on 33-inch all-around tires.
The short wheelbase, favorable breakover angle, high-clearance trailing arms and KECS+ articulation all contributed to its performance.
33x10R16 Maxxis Carnivore Plus Tires
Stock 33-Inch Maxxis Carnivore Plus Tires
The factory 33x10R16 Maxxis Carnivore Plus is an all-around tire intended to balance trail traction, predictable handling and higher-speed performance. According to Kawasaki, the “Plus” designation identifies a higher-speed-rated version of the Carnivore developed for the TERYX H2’s performance range. It is not a dedicated rock-crawling tire, but it performed fairly well on Double Sammy.
We set the Carnivore Plus tires at approximately 8 psi for this test. That provided useful sidewall compliance and sandstone traction without airing them down excessively on a brand-new, relatively heavy machine.
The stock tires found enough traction to demonstrate how capable the chassis and KECS+ suspension are in technical terrain. However, there is still room to improve the H2’s rock-crawling performance.
A valuable follow-up test would install 35-inch dedicated rock-crawling tires and run them at a lower pressure. The larger tires would add ground clearance, while the more specialized tread and lower pressure should improve grip and allow the tires to conform more effectively to ledges.
That test would also reveal how well the H2’s Low range and CVT calibration handle the added tire diameter. The existing gearing is already taller than ideal during extremely slow crawling, so moving from 33s to 35s could make initial belt engagement more challenging unless the gearing or clutch calibration is addressed.
2027 Kawasaki TERYX H2 Rock Crawling at Sand Hollow
Medium Power Mode Works Best in the Rocks
The TERYX H2 provides Full, Mid and Low power settings. Mid limits maximum output to approximately 80%, while Low reduces it to around 60%.
With 250 horsepower available, it would be reasonable to expect Low power mode to provide the best technical control. In practice, it was not the most useful setting for this type of rock crawling.
Justin found Low mode too restrictive. Mid mode worked better because it reduced some of the jumpiness without making the H2 feel unresponsive.
The power modes change available engine output, but they do not provide lower transmission gearing. That distinction becomes important when trying to begin moving against a ledge at extremely low speed.
For moderate trail use and rock crawling, Mid power offered the best balance between response and control.
Low-Range Gearing Is the Primary Limitation
The TERYX H2 exceeded our expectations throughout most of Double Sammy, but its Low-range gearing is taller than we would prefer for serious technical crawling.
Once the machine was moving at approximately 3 mph or faster, Low range worked reasonably well. The challenge appeared during extremely slow initial engagement, particularly when starting against an obstacle.
The CVT required more throttle than ideal before the belt fully engaged. We experienced minor belt slip and briefly smelled the belt during the slowest maneuvering. It was not a major problem during this test, and we did not continue pushing the brand-new machine hard enough to create unnecessary heat or wear.
This should not be interpreted as the TERYX H2 being incapable in the rocks. It handled Double Sammy confidently and completed obstacles that surprised both of us.
The limitation becomes more relevant when considering trails harder than Double Sammy, where precise movement at less than walking speed becomes increasingly important.
A lower Low-range ratio would:
- Reduce the throttle needed to begin moving
- Improve precise speed control against ledges
- Reduce unnecessary belt heat
- Make larger tires easier for the drivetrain to manage
- Provide more confidence on harder technical trails
The difference is especially noticeable when compared with the Kawasaki TERYX KRX 1000. The KRX uses a centrifugal clutch ahead of its CVT and remains one of the better stock sport UTVs for smooth, controlled engagement at crawling speeds.
The TERYX H2 does not use a centrifugal clutch. Kawasaki instead equips its primary clutch with an idle collar designed to reduce belt flutter and belt slack. Kawasaki also says airflow through the H2’s CVT cooling system is approximately twice that of the KRX 1000.
Those cooling and clutch-design measures should help the H2 manage belt heat and reliably transmit the output of its 250-horsepower engine. However, they do not compensate for a Low-range ratio that is taller than ideal for extremely slow technical crawling.
The H2’s drivetrain is optimized around a broader performance mission and a considerably more powerful engine. It performed better in the rocks than expected, but it does not provide the same smooth, extremely low-speed engagement as the KRX.
2027 Kawasaki TERYX H2 Rock Crawling at Sand Hollow
Front Differential Lock Provides Excellent Traction
The TERYX H2 provides selectable 2WD, 4WD and 4WD with the front differential locked.
The locking front differential works very well. When engaged, it provided the traction needed to climb uneven obstacles and continue moving when one or more tires became lightly loaded.
Our only criticism involves the process of moving the drivetrain in and out of the locked setting. Rock crawling often requires the driver to lock the front differential for an obstacle and then unlock it immediately afterward to regain easier steering. The control works properly, but changing between standard 4WD and locked 4WD requires more thought and effort than we would prefer while negotiating technical terrain.
This is a control issue rather than a criticism of the differential itself. Once engaged, the front locker worked very well and contributed significantly to the H2’s capability on Double Sammy.
Rock Crawling Should Be Part of the Design Process
High-performance sport UTVs are often developed primarily for dunes, open desert and racing. Technical rock crawling appears to receive less consideration, which is unfortunate because many riders use the same machine across all three environments.
Sand Hollow illustrates that overlap particularly well. The same owners who spend a day rock crawling may head into the dunes or surrounding desert without changing vehicles.
Manufacturers do not need to create a special rock-crawling edition or compromise high-speed performance. They simply need to make the standard Low range adequately low for controlled technical driving. With some forethought during development, a properly selected Low-range ratio can improve crawling precision and reduce belt stress without affecting the vehicle’s High-range desert and dune performance.
That relatively small design decision can help transform a specialized desert machine into a Swiss Army knife sport UTV.
The original Can-Am Maverick R faced a similar issue. It had the power, suspension, ground clearance and drivetrain technology to handle technical terrain, but its Low range was not low enough for precise rock crawling. The Maverick R may have won King of the Hammers, but rock racing and recreational rock crawling are not the same discipline. Rock racing rewards speed and momentum, while technical crawling often requires precise control at less than walking speed.
Our Can-Am Maverick R rock-crawling review identified that original Low-range limitation during testing at Sand Hollow.
Can-Am addressed the shortcoming for 2027 by giving the Maverick R lineup the transmission configuration previously used in the four-seat Maverick R MAX, providing a lower Low range. Can-Am did not need a separate rock-crawling model—it simply made the standard transmission more versatile.
The change makes the 2027 Maverick R a much more complete machine for dunes, desert and technical rock crawling. Its 78.1-inch width and 110-inch wheelbase still prevent it from being ideal for the narrow trails commonly found in the eastern United States. Within the wide-open terrain of the West, however, the 2027 Maverick R comes much closer to being a sport UTV that can do everything.
The two-seat TERYX H2 Limited eS already has most of the ingredients required to achieve that same versatility. Its short wheelbase, excellent ground clearance, high-clearance trailing arms, front differential lock and KECS+ suspension all worked well on Double Sammy.
Making Low range adequately low across the entire TERYX H2 lineup would improve performance on harder technical trails without taking anything away from its desert or dune capability.
2027 Kawasaki TERYX H2 Rock Crawling at Sand Hollow
How Capable Is the TERYX H2 in the Rocks?
The most important result from this test is that the two-seat TERYX H2 Limited eS is considerably more capable in technical terrain than its 250-horsepower engine and high-speed appearance might suggest.
Its short wheelbase, excellent ground clearance, high-clearance trailing arms and KECS+ suspension allowed it to handle Double Sammy confidently in stock form. The chassis felt maneuverable, the suspension remained composed, and the factory tires provided adequate traction for the trail.
Justin came away impressed by how well-rounded the machine felt. Its suspension, smooth power delivery and general trail manners should make it a strong fit for riders who want one UTV capable of covering fast desert trails while still handling moderate rock crawling.
For trails more technical than Double Sammy, lower Low-range gearing would be the first major improvement we would want. A set of 35-inch dedicated rock-crawling tires aired down below the 8 psi used for the stock tires would be a valuable second test, but the added tire diameter could further expose the tall gearing.
TERYX H2 Rock-Crawling Verdict
The 2027 Kawasaki TERYX H2 Limited eS is a surprisingly capable recreational rock crawler directly from the factory.
It is not a replacement for the slower-geared KRX 1000 if extreme technical crawling is the primary mission. However, it is much more than a high-speed desert machine that can occasionally cross a rocky section.
The compact 101-inch wheelbase, generous ground clearance, high-clearance rear trailing arms and KECS+ suspension give it legitimate technical-trail ability. Its short wheelbase is especially valuable in tight terrain, but longer machines can feel more settled on Sand Hollow’s steepest climbs.
The H2 handled Double Sammy better than expected, although trails such as The Maze would place greater emphasis on climbing stability and expose the tradeoffs of its compact chassis.
Its biggest limitation is Low-range gearing. The existing ratio is adequate for moderate crawling, but a deeper Low range would make the H2 more precise, easier on the belt and better prepared for Sand Hollow’s harder trails.
This was only our first test of the two-seat H2. We concentrated almost entirely on rock crawling, with limited higher-speed driving to and from the trail.
Although launch-event reviews evaluated the H2 on Durhamtown’s short-course track, we still want to test our demo unit through Southern Utah whoops, G-outs and sustained high-speed desert terrain.
We would also like to return to the rocks with 35-inch dedicated crawling tires at a lower pressure to determine how much additional capability is available—and how the CVT responds to the larger tire.
