2011 Kawasaki Teryx Build: Long Travel and 916cc Power

The goal for our 2011 Kawasaki Teryx 750 FI 4×4 Sport build was ambitious: create a lightweight, high-performance two-seat UTV that could rock crawl in Moab and on the Rubicon Trail, run quickly through rough trails, and still be fun in the dunes.

Starting with a new Teryx Sport, we added long-travel suspension, a custom cage and protection, larger tires, improved cooling and eventually a Muzzys 916cc big-bore V-twin. The finished machine proved remarkably versatile, but all that power and traction also taught us important lessons about protecting CVT belts and axles.

Our completed 2011 Kawasaki Teryx buildup at Sand Mountain.

Why We Chose the 2011 Kawasaki Teryx Sport

The original two-seat Teryx occupied an interesting place in the early side-by-side market. It combined a compact chassis and useful cargo bed with a smooth 749cc V-twin, selectable four-wheel drive, low range and Kawasaki’s Variable Front Differential Control.

The 2011 Teryx Sport was an especially good starting point because it came with adjustable piggyback-reservoir shocks and lightweight aluminum wheels. We intended to replace those components, but the Sport model reflected the more performance-oriented direction we wanted for the project.

Its 749cc engine, 500-pound bed capacity and 1,300-pound towing capacity also demonstrated the recreation-utility character that defined the early Teryx. For more background on how this model evolved, see our complete history of the Kawasaki Teryx.

The Build Plan

We began the project in early 2011 with four priorities:

• More suspension travel: Improve control in rocks, whoops and fast trail terrain.
• Low weight: Avoid turning the Teryx into an unnecessarily heavy four-seat-style build.
• More power: Give the V-twin enough performance for large tires and dunes.
• Multi-terrain capability: Build one UTV that could be reconfigured for rocks, trails and sand.

The first phase included suspension, chassis reinforcement, a custom cage, underside protection, seats, harnesses, doors, a winch, lighting, intake, exhaust, clutching and cooling upgrades. Once the basic chassis was sorted, we moved on to the 916cc engine and several wheel-and-tire combinations.

Lone Star Racing Long-Travel Suspension

The centerpiece of the build was a Lone Star Racing +5 XTR-F long-travel suspension system. The kit widened the Teryx five inches per side and moved the rear suspension back one inch. It was designed to deliver approximately 15.5 inches of travel at both ends—more than double the stock Teryx’s 7.5 inches.

The Lone Star Racing XTR-F suspension used dedicated shock towers and FOX position-sensitive shocks.

The system included front and rear shock towers engineered around FOX 2.0 position-sensitive shocks. Dual-rate springs helped maintain a compliant initial ride, while the position-sensitive damping added resistance deeper in the stroke. The piggyback-reservoir shocks also provided high- and low-speed compression adjustment.

This was the upgrade that defined the build. The combination worked at crawling speed on ledges, remained composed through high-speed corners and gave us enough travel to attack chopped-up dunes. Even after the engine received considerably more power, the suspension kept the chassis manageable.

Custom Cage and Chassis Protection

Roggy Enterprises fabricated a bolt-on cage from 1.5-inch chromoly tubing. The design shortened and narrowed the area that had been occupied by the stock bed, added substantial cross bracing and tied into the rear shock structure.

The custom cage, bumper and rocker protection kept the Teryx compact while supporting the long-travel rear suspension.

The bed delete reduced weight and helped create the compact profile we wanted, although it sacrificed much of the Teryx’s original utility. For this project, trail performance took priority over cargo capacity.

Factory UTV installed a half-inch UHMW skid plate and fabricated additional rocker protection. UHMW was a good match for the rocky terrain we frequented because it could slide across obstacles without hanging up or denting like aluminum.

Muzzys 916cc Big-Bore V-Twin

The stock 749cc V-twin was eventually replaced by a Muzzys 916cc big-bore engine with modified Brute Force throttle bodies, a UTV Inc. intake and a Muzzys dual-exhaust system. Dalton Industries clutch components and an overdrive cover helped match the CVT calibration to the larger engine and changing tire sizes.

The 916cc V-twin transformed the Teryx. It had enough torque to turn large LT tires in the rocks and enough power to make the heavier early-generation chassis genuinely exciting in the dunes.

That performance came with a tradeoff. Combining a big-bore engine, low range, large tires and high-traction rock surfaces placed considerably more stress on the CVT belt and axles. Careless throttle application could break an axle or destroy a belt. Smooth throttle control became just as important as choosing the correct line.

Cooling Upgrades

Slow-speed rock crawling and additional engine output placed greater demands on the cooling system. We installed a CBR Performance direct-fit radiator with a thicker triple-pass core, increased coolant capacity, a high-output SPAL fan and a dedicated shroud. An oil cooler and manual radiator-fan override were also added as the project developed.

Cooling upgrades were not simply engine dress-up. Long periods of crawling provided little natural airflow, while dune riding kept the engine under sustained load. The larger cooling system supported both extremes.

Seats, Controls and Trail Equipment

Inside the cockpit, aftermarket suspension seats, harnesses and seat bases improved comfort and restraint. Pro Armor doors added containment, while a Wicked Bilt power-steering kit reduced steering effort with the wider suspension and oversized tires.

A quick-release steering-wheel adapter, additional gauges, mirrors and PRP storage bags completed the driver area. Recovery equipment included a Warn winch with a Custom Splice billet fairlead.

For night riding, Roggy Enterprises built a roof-mounted light bar holding eight Rigid Industries Dually LED lights. Two amber Rigid D2 lights mounted at the A-pillars helped improve contrast in dust.

Finding the Right Tires

Because this was a multi-terrain project, no single tire setup was ideal everywhere. The Teryx used several combinations as the build evolved.

26.5-Inch Pit Bull Rockers

The first upgrade was a set of 26.5-inch Pit Bull Rocker tires on 14-inch DragonFire Racing Baja Crippler beadlock wheels. This combination maintained reasonable overall gearing while providing tougher construction and better rock traction than the stock tires.

31-Inch Pit Bull Growler LT Tires

For the Rubicon, we stepped up to 31×10.50R15 LT/C Pit Bull Growlers mounted on 15-inch OMF billet-center beadlocks. The larger light-truck-style tires provided substantial ground clearance and a strong carcass for sharp Sierra granite.

The additional clearance was valuable in obstacles such as Little Sluice, but the tires added rotating mass and increased the leverage applied to the axles and CVT. They made careful driving even more important.

30-Inch STI Roctane XD Tires

We later moved to 30x10R14 STI Roctane XD tires on STI beadlock wheels. The 30-inch setup became a useful compromise: plenty of clearance for rocks without quite as much weight and driveline load as the 31-inch LT combination.

Sand Tires

For the dunes, we switched to dedicated sand tires. One later setup included 27-inch STU Razor Blaster front tires. They tracked well at speed and provided predictable steering while turning or crossing sidehills at Sand Mountain.

First Test: Moab and Area BFE

The Teryx’s first major trip was the 2011 Rally on the Rocks in Moab. During four days of testing, we ran Poison Spider Mesa and Golden Spike, Steel Bender, Cliff Hanger and trails at Area BFE, including Green Day and Helldorado.

The newly completed Teryx on Cliff Hanger during its first Moab trip.

The long-travel suspension performed beyond our expectations. It provided articulation and control in the rocks without making the Teryx feel clumsy between obstacles. At Area BFE, the machine tackled terrain that demonstrated how capable a properly built early Teryx could be.

See the separate account of rock crawling Area BFE in the built Teryx.

Rubicon Trail Testing

The Rubicon became one of the build’s most important proving grounds. We ran the trail repeatedly with different tire packages, including the 31-inch Pit Bull Growlers and later the 30-inch STI Roctanes.

The Teryx negotiating Little Sluice on the Rubicon Trail.

The long-travel suspension, additional ground clearance, UHMW protection and compact two-seat layout made it a very effective rock crawler. The 916cc engine could ease the machine over obstacles, but it could also shock-load the drivetrain if the throttle was applied aggressively when a tire was wedged against a rock.

During a July 2013 trip, my daughter—who had her learner’s permit at the time—used the Teryx to learn rock-crawling fundamentals. She listened, selected her lines carefully and developed confidence throughout the day. The experience reinforced that throttle discipline and line choice mattered more than simply having excess power.

Related trips include our first Rubicon test with the 31-inch tires, a Kawasaki camping trip on the Rubicon and a later Rubicon day trip.

Dune Testing

Switching from technical rock crawling to dunes tested a completely different side of the build. At DuneFest 2011, the Teryx moved from slow-speed crawling to high-load climbs, chopped-up sand and jumps.

The 916cc engine provided the power needed to pull through soft sand, while the long-travel suspension absorbed the rough dune surface. We also tested the machine repeatedly at Sand Mountain, including Halloween weekend in 2011, Labor Day weekend in 2012 and spring break in 2013.

Additional Real-World Use

The Teryx continued to evolve through 2013. It returned to Moab for Rally on the Rocks 2013, served as a media vehicle during the Ultra4 Nor-Cal Stampede and spent time testing at Prairie City SVRA.

Prairie City combined rocks, climbs and faster corners in one compact riding area. By then, the Teryx had the 916cc engine, LSR and FOX suspension, Factory UTV protection and 30-inch STI Roctanes. That combination represented the most balanced version of the project.

The Teryx was also displayed at DuneFest, Kawasaki’s demo area and the 2011 Sand Sports Super Show. It appeared on the cover of the October/November 2011 issue of UTV Off-Road Magazine.

Complete 2011 Kawasaki Teryx Build Specifications

What Worked Best

• The suspension transformed the Teryx. The LSR and FOX combination worked in technical rocks, fast corners and rough dunes.
• Thirty-inch tires provided the best overall balance. They delivered useful clearance without as much weight and driveline leverage as the 31-inch LT tires.
• UHMW protection was ideal for rock crawling. It allowed the machine to slide over obstacles while protecting the chassis.
• The 916cc V-twin made the build exciting everywhere. It was especially effective in dunes and when turning oversized tires.
• The compact two-seat layout remained an advantage. It was maneuverable on technical trails and avoided the wheelbase compromises of a four-seat machine.

What We Would Do Differently Today

If we built this Teryx again, we would place even greater emphasis on matching tire weight and clutch calibration to the drivetrain. The 31-inch LT tires delivered impressive clearance and toughness, but they also created more stress than necessary for most trails.

We would probably settle on a lighter 30-inch tire, carefully tune the clutching and retain more usable cargo storage. The bed delete helped reduce weight and package the rear suspension, but a compact storage platform would make the machine more useful on multi-day adventures.

Most importantly, we would resist chasing power beyond what the chassis and drivetrain could use reliably. The 916cc engine was tremendously entertaining, but smooth delivery and careful throttle control were essential when traction was high.

Final Thoughts

This project demonstrated how adaptable the original Kawasaki Teryx platform could be. With the correct suspension, protection, tires and cooling upgrades, it handled Moab, Area BFE, the Rubicon Trail, Oregon Dunes, Sand Mountain and faster trail terrain without being confined to a single type of riding.

Modern side-by-sides deliver more suspension travel and horsepower from the factory, but in 2011 a 916cc Teryx with 15.5 inches of travel and 30- or 31-inch tires was a serious machine. More than a decade later, it remains an excellent snapshot of the period when builders were pushing recreation-utility UTVs far beyond their original specifications.