By Jon Crowley
Originally published October 19, 2019. Updated with improved formatting, corrected launch information and current context.
The 2020 Kawasaki Teryx KRX 1000 marked Kawasaki’s long-awaited entry into the modern sport UTV market. Rather than chasing the highest horsepower number, Kawasaki built a substantial naturally aspirated machine around long-travel suspension, low gearing, a fully locking front differential and a drivetrain designed for demanding technical terrain.
Kawasaki unveiled the KRX 1000 on October 7, 2019, with vehicles reaching many dealerships almost immediately. Two days after the introduction, I joined other media members and Kawasaki dealers for an initial drive on a private test course. That short session produced our first-ride report on the 2020 Kawasaki Teryx KRX 1000.
A week later, Kawasaki invited a smaller media group to Moab, Utah, for a more complete test. We spent the first day on Seven Mile Rim, where the route combined faster trail sections, whoops, g-outs and moderate rock crawling. The second day included Poison Spider, portions of Golden Spike and Where Eagles Dare, giving us considerably more time on steep climbs and technical rock.
This was still a manufacturer introduction rather than an unrestricted long-term test. We could not disconnect sway bars, drop tire pressure to extreme rock-crawling levels or select the most difficult obstacles in the area. Even with those limitations, Moab revealed a great deal about the KRX 1000’s strengths and weaknesses.
Kawasaki Teryx KRX 1000 Video Review
Watch our complete video review from the original Kawasaki Teryx KRX 1000 media drive in Moab:
View our first full day of Kawasaki Teryx KRX 1000 testing on Seven Mile Rim.
Kawasaki Teryx KRX 1000 Engine and Power
The KRX 1000 is powered by a 999cc liquid-cooled, four-stroke parallel-twin engine. Kawasaki paired it with a CVT that incorporates a centrifugal clutch between the crankshaft and drive clutch.
At the time of its introduction, Kawasaki described the engine as producing approximately 76 lb-ft of torque but did not publish an official horsepower figure. Dyno-based estimates and frequently repeated figures placed output near 112 to 114 horsepower. Whatever number is used, the driving character is clear: this is a naturally aspirated technical-terrain machine rather than a turbocharged drag racer.
Acceleration felt modest compared with the turbocharged sport UTVs available in 2019. The KRX’s substantial weight was noticeable when accelerating from a stop, and drivers who primarily ride dunes or wide-open desert may want more power.
The tradeoff is predictable power delivery. The engine responds smoothly, is easy to control in technical terrain and works well with the low-range gearing. The original machine was electronically limited to approximately 68 mph, which was sufficient for its intended trail and rock-crawling mission.
See our original assessment of the KRX 1000’s power, weight and durability.
Suspension Performance at Speed
The suspension was one of the strongest parts of the original KRX 1000 package. Double-wishbone front suspension provides 18.6 inches of travel, while the four-link trailing-arm rear suspension delivers 21.1 inches. Our test vehicles retained their factory shock settings, with tire pressures set at 12 psi in front and 17 psi in the rear.
The KRX handled whoops and g-outs remarkably well. Its 98.8-inch wheelbase helped keep the chassis planted and pointed in the intended direction, while the rear suspension resisted the bucking behavior that can make shorter or poorly balanced machines difficult to drive through successive bumps.
Our vehicle carried a spare tire in the cargo area, which may have contributed a little extra stability at the rear. Even with only one occupant in the cab, however, I did not experience harsh bottoming through the faster g-outs.
The factory dual-rate springs were another welcome feature. They allowed the suspension to remain compliant early in the stroke while retaining support for harder impacts. The principal annoyance was an audible clunk as the spring hardware contacted the crossover rings during suspension movement.
Rock Crawling in Moab
Seven Mile Rim and Poison Spider did not push the KRX to the limits of extreme rock crawling, but the terrain was challenging enough to demonstrate that technical riding was one of the platform’s primary strengths.
Low range is genuinely low, allowing the driver to approach ledges and steep climbs with excellent speed control. The centrifugal clutch also makes an important difference. Because the clutch disengages the belt from the engine at idle, the design reduces belt slip and heat during slow maneuvering.
I never felt the belt slipping during our Moab test. The gearing and clutch combination provided enough control that the machine felt relaxed rather than strained on steep sections.
Locking Front Differential
The front differential uses a manually selected lock that fully connects the front axles. The driver must anticipate when additional traction will be needed and engage the lock, but the system worked extremely well. Steering effort remained manageable with the differential locked.
Some drivers may prefer an automatically managed system, while experienced rock crawlers often appreciate having direct control. The important point is that the KRX provides a true front lock rather than relying exclusively on brake intervention or a limited-slip system.
Tires, Clearance and Protection
The original KRX 1000 came with 31-inch Maxxis Carnivore tires. They worked reasonably well on Moab sandstone and contributed useful sidewall height and ground clearance.
The chassis appeared capable of accepting 32-inch tires without major difficulty. For a dedicated crawler, larger tires are possible, although 35-inch tires can introduce clearance, gearing and drivetrain-load considerations that should be evaluated carefully rather than treated as a simple bolt-on change.
Approach and departure angles are excellent because the tires extend close to the ends of the vehicle. The suspension arms and trailing arms also provide useful ground clearance and appeared substantially built.
The original combination of plastic and steel underbody protection was less convincing for repeated hard rock use. Our Moab vehicles were equipped with Kawasaki accessory HMW protection, including additional coverage for the underbody, A-arms and trailing arms. Upgraded skid plates should be one of the first additions for anyone planning to use a KRX regularly on trails such as the Rubicon or at King of the Hammers.
See the additional underbody protection fitted to our Moab test vehicles.
The factory suspension components also appeared strong enough for serious trail use without immediately requiring replacement arms or chassis reinforcement. Riders seeking additional width and travel can still turn to systems such as the HCR Racing KRX 1000 long-travel suspension.
View the HCR Racing long-travel KRX 1000 displayed during the launch.
Cockpit Comfort and Visibility
The KRX 1000 has a notably roomy cab. At 6 feet 1 inch tall, I had adequate legroom, and both the driver and passenger seats could be adjusted without tools.
The seats were comfortable for general trail riding, although they did not provide the deep side bolstering found in some more aggressive sport UTV seats. The vehicle came with three-point belts. Owners converting to multipoint harnesses should use a properly engineered harness bar and mounting arrangement.
Forward visibility was not as strong as the interior space. The center of the hood was manageable, but the tall front fenders obstructed the view in technical situations. I frequently looked through the side opening to better judge tire placement.
The glove box was also fairly small. On the positive side, the rear cargo area is useful and large enough to carry a full-size 31-inch spare tire flat. Kawasaki also offered an elevated spare-tire carrier that preserves the bed for tools and riding gear.
A Substantial Factory ROPS
The factory rollover protective structure uses eight mounting points tied into the chassis. In addition to the A-, B- and C-pillar mounting locations, an extra tube on each side runs from the B-pillar area into the chassis near the rear upper shock mount.
That design reflected the overall character of the KRX: substantial, carefully reinforced and built with durability taking priority over minimum weight.
A closer look at the KRX 1000’s eight-point ROPS mounting arrangement.
Cargo Capacity and Trail Practicality
The ability to place a full-size spare in the cargo bed is a meaningful advantage on remote rides. Kawasaki indicated that a 32-inch tire could also fit in the bed, while the accessory rack allowed the spare to be carried above it.
See how a full-size 31-inch spare fits in the KRX 1000 cargo bed.
The standard model did not include a roof. Anyone retaining the factory ROPS should consider a roof an essential early addition, particularly for exposed desert and slickrock riding.
Cooling behavior was also reassuring during the test. The radiator fan switched on at approximately 188 degrees Fahrenheit and off near 183 degrees, keeping engine temperature under control during slow trail work.
Who Is the KRX 1000 Best For?
The KRX 1000 is not the best choice for every sport UTV buyer. Its naturally aspirated engine and substantial weight make it less appealing for riders focused primarily on drag racing, big dunes or maximum desert speed.
Its strengths become much clearer in rough, technical terrain. The low gearing, centrifugal clutch, locking front differential, balanced suspension and strong chassis make the KRX especially well suited to rock crawling, difficult trails and long recreational rides where control and durability matter more than winning a race across an open valley.
The KRX platform has expanded considerably since this original drive. Kawasaki later introduced the four-seat KRX4, electronically controlled suspension and specialized packages. Our 2026 Kawasaki Teryx KRX 1000 lineup guide explains the later models and equipment differences.
Kawasaki has also moved into an entirely different performance category with the supercharged Teryx H2. As our Kawasaki Teryx H2 first-drive review explains, the H2 prioritizes acceleration and high-speed open-terrain performance, while the KRX remains the more natural choice for slow technical trails and serious rock crawling.
Final Verdict
The original Kawasaki Teryx KRX 1000 was heavy and not especially quick compared with contemporary turbocharged machines. Those characteristics were impossible to ignore during acceleration testing.
They also told only part of the story. The KRX felt exceptionally substantial, absorbed rough terrain well and delivered excellent slow-speed control. With additional underbody protection and a roof, I would have been comfortable taking the stock machine onto demanding trails at King of the Hammers.
If turbocharged power is not essential and your priorities are technical capability, suspension performance, interior space and a chassis that feels built for years of hard trail use, the Kawasaki Teryx KRX 1000 remains a compelling sport UTV.
Seven Mile Rim and Poison Spider proved to be ideal places to understand it. The KRX may not dominate a drag race, but when the trail becomes steep, rough and technical, its design begins to make a great deal of sense.
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