2008 KAWASAKI TERYX™ 750 4x4
2008 Kawasaki Teryx 750 4x4 - Teryx
2009 Kawasaki Teryx
Sport EFI Review
First Ride Impressions:
Looks A LOT like a Rhino from a distance. Did not feel any
bigger than a Rhino.
It is HEAVY. Curb weight is 614 kg which is 1350 lbs -
Dry weight is 1276 lbs. (more than 200 lbs. heavier than a Rhino).
The frame looks more stout that a Rhino or RZR, and I am sure the v-twin
is a heavy engine.
It did not feel that fast. About like a 700 Rhino by my seat of the pants
dyno on asphalt/dirt.
Exhaust is very quiet. The outlet looks very small, so I am thinking that
power will greatly benefit from aftermarket pipe. The header from the front
cylinder is much longer than the other.
Intake is right by your elbow and opens at the bed. Looks pretty restricted,
but nice and high for wet conditions.
The 2008 Teryx is carbureted. 2009 Teryx is fuel
Hood does not open without using screwdriver.
Access to engine is a pain. Lots of push pins and
Standard model has no tilt bed and no digital dash (speedo,
odo, etc). LE model has tilt bed and digital dash.
Piggyback reservoir shocks in the rear, but not in the
front. The ride is very nice, but I would have liked to see reservoirs all
the way around.
Rear differential support looks excellent.
Frame, a-arm mounts, shock mounts and a-arms all look
very solid. This will be a nice platform to build a race UTV or just to
take general abuse.
Surprised Kawasaki didn't go with doors after all the
issues Yamaha is dealing
Top speed is 48mph.
No fuel gauge on standard model. 2009 Teryx has a fuel
of Teryx vs. RZR drag on pavement - The Teryx is definitely
slower than a Polaris RZR. There are reports that a 2008 Rhino 700 just
barely beat the Teryx too.
Hunterworks.com put a Teryx the dyno,
and got 27.63 HP to the wheels. In comparison, a Rhino 660 put down 25
HP. With the extra weight, it is easy to see why the Teryx could
lose a drag race with a Rhino 700.
The Teryx has their timing retarded a bit more for under
12 mph so it is not as fast off the line as it could be.
Aftermarket CDIs will surely address this.
If you are looking for the fastest UTV, and don't want
to do any sort of modifications, the Teryx is not your side x side.
With the extra weight and the choked back engine/exhaust/intake, the
stock Teryx is about on par with a stock Rhino 660. The v-twin does hold
a lot of promise for modifications and is probably the best engine of
any currently available UTV to build up.
The good news for those looking for more power is I
think it will be generally easy to come by. I think there will be
large gains with a CDI, Exhaust and Jetting.
Latest Teryx News:
2008 Teryx's are now showing up at dealers - January 18, 2008
2009 Teryx will have fuel gauge and EFI.
The Teryx is even bigger
than a Rhino.
Kawasaki Teryx is 4" wider
than a Yamaha Rhino and 8" wider than a Polaris RZR.
Kawasaki Teryx is 2" longer that
a Yamaha Rhino and 13" longer that a Polaris RZR
Wheelbase is about the same as
the Rhino and just a bit shorter than the RZR
The Teryx has the same wheelbase as a Rhino, but it is 2" longer
Even though the Teryx is
wider, it still has the same amount of wheel travel as the Rhino - 7.3".
The Teryx is 4" wider than a Rhino.
Curb Weight & Stock
614 kg or 1350 lbs. (wet).
Kawasaki lists dry weight at 1276.1 lbs. That is more than 200 lbs.
heavier than a Rhino!
33 kw converts to about 44 HP.
Torque is 41.5 ft/lb.
The Teryx is powered by an updated version of Kawasaki's
749cc V-twin engine that's been proven in the Brute Force® 750 4X4i ATV. The
Brute Force® reportedly has 51 HP in stock form. So the 44 HP that the
Teryx has is a step down. It is unfortunate that Kawasaki did not opt for
fuel injection like the new Brute Force has, but that will come in 2009.
There are reports that the v-twin can put
down some serious horsepower in modified form. But from what I felt in
stock form, it just didn't have the power I was expecting. If you are
looking to keep your Teryx stock and have top performance, the Teryx is not
it. Hopefully the aftermarket can make it fly.
This may be a
pre-production image of the engine
At the core of the Teryx 750 4x4 is its strong and proven 749cc 90-degree V-twin
engine, the same engine that gives the Brute Force® 750 4x4 its distinguished
high performance. The mid-chassis mounted engine gives the Teryx 750 4x4 a
displacement and V-twin torque advantage over its contemporaries and delivers
the performance that RSV customers have been seeking. Mated to the engine is
Kawasaki’s superb constant velocity automatic transmission (CVT), which
transfers the power from the big V-twin to the wheels smoothly and quickly. The
output of the duo provides a true sport performance, yet in a controlled manner
that allows the driver to harness the full potential of the Teryx 750 4x4.
The fuel mixture reaches those ports
through dual carburetors recalibrated specifically for the RUV application
and which breathe through a larger capacity airbox designed to reduce intake
noise. A new exhaust system is designed to broaden the powerband, while a
new high-efficiency radiator helps keep the engine running at consistent
Kawasaki Automatic Powerdrive System (KAPS) continuously
variable transmission is re-tuned for hard-acceleration shifting, and the
cover is now aluminum which acts as a heat sink for improved CVT cooling.
The revised engine/CVT combination delivers instant acceleration at any rpm
through beefier drive shafts and CV joints. To minimize unnecessary belt
wear, the KAPS transmission is equipped with a brand-new system that helps
prevent belt slippage if the vehicle becomes stuck. Using input from a gear
sensor, vehicle speed measured at the rear wheels and engine rpm, the system
automatically reduces engine speed if the engine operates at high rpm for
more than two seconds while the rear wheels remain motionless. The engine is
held under 3,000 rpm for approximately five seconds before it can rev freely
again, but if the rear wheels still don’t move after two seconds the system
is activated once again. This gives drivers the opportunity to stop the
engine and seek assistance before burning the belt.
There is no "park" selector on the transmission.
Naturally, big power demands a
chassis to compliment it and once again the Teryx
delivers with an ideal width body – narrow enough to be useful and able to
navigate the trail but wide enough to be stable and handle the healthy output
from the V-twin. The engine is placed mid-chassis for better weight
distribution. Its large-diameter, thin-walled tubular frame offers the
necessary rigidity without performance draining weight, and all in an
arrangement spacious enough to fit two adults comfortably.
The Teryx 750 4x4 shares the long A-arm and narrow frame concept of its sport
brethren to give it the maximum travel while minimizing wheel camber change.
Featuring adjustable Kayaba suspension with gas-charged shocks, the
sport-performance focused suspension of the Teryx 750 4x4 is designed to remain
controlled even at top speed.
The wide-track frame is based on the
same long A-arm concept found on Kawasaki’s sport ATV models, where the
frame is made as narrow as possible so that long A-arms can be used. This
configuration minimizes camber change as the long travel suspension tracks
over rugged terrain for better performance.
Narrow frame allows for longer a-arms with better geometry
A-Arm mount points are 16 3/4" apart – A-Arms are 12 ½” Long
A-Arm mount points are 14 1/2" apart – A-Arms are 16 ½” Long
A-Arm mount points are 15 1/2" apart – A-Arms are 15 ¾” Long
A-Arm mount points are 15" apart – A-Arms are 14 ½” Long
A-Arm mount points are 17 1/4" apart – A-Arms are 10 ¼” Long
A-Arm mount points are 17 1/2" apart – A-Arms are 12 ¼” Long
A-Arm mount points are 16 1/2" apart – A-Arms are 12” Long
A-Arm mount points are 15" apart – A-Arms are 13” Long
Here is an example of what is being measured. This is a picture of
the rear of the Teryx. The upper A-Arm mounting locations are 15
The frame, suspension mounts and a-arms look very solid. Looks like a great
platform to build a race vehicle or even a sturdy long travel.
Rear differential mounting points look very good.
The seats in the Teryx sit right about 32" above the ground.
Higher than a Rhino by 2.5", but lower than a Prowler and Ranger.
The integral cab frame meets SAE
regulations as a Roll Over Protective Structure (ROPS).
Kawasaki's Variable Front
Differential Control allows the driver to control the amount of slip in the
front differential when in four-wheel drive.
When the terrain requires it, the driver can activate 4WD with a simple
servo-control switch. Further traction management is achieved via an ATV-style
front differential control activated with a hand lever that functions like a
rear hand brake and lets the driver select how much the wheels are locked
together. The rear wheels stay locked and always turn together — much like a
sport ATV — allowing the Teryx to slide around corners easier in a drift style.
The electrically selectable drive
system utilizes an all new electrical/vacuum activated shift system so the
operator can easily shift between two- and fourwheel drive, and the
variable front differential control that allows the driver to fine-tune the
amount of slip in the front differential. Without using the hand lever on
the center console the system functions as a limited-slip differential, but
when force is applied to the continuously variable lever torque is increased
up to a maximum level equivalent to that of a mechanical differential lock
when the system is fully engaged.
It continues its dominance in the field with new 26-inch Maxxis tires developed
specifically for the Teryx 750 4x4 that enable superb forward and sliding
traction. The tall tires offer good rough terrain handling and contribute to its
class leading ground clearance and ability to overcome obstacles.
The unique sealed
wet rear brake keeps the brake components out of the elements and provides
exceptional braking performance.
A fast RSV would not be good without having equally capable stopping power and
Teryx 750 4x4 delivers. It employs a combination of dual 200mm discs up front
and a sealed wet brake in the rear. The front brakes are tucked into the wheels
for protection from debris and their 27mm twin-piston calipers are rigid-mounted
for optimum feel and control. The advantage of the sealed rear brake is most
apparent when it’s able to keep working even in the wettest or muddiest of
The sealed wet rear brake has been
proven on Kawasaki’s ATV models, and gets an extra internal disc to provide
extra stopping power for the Teryx.
Front disk brakes
Featuring bucket seats and retractable three-point seat belts that keep the
driver and passenger strapped in snugly, the Teryx 750 4x4 also has plenty of
shoulder and leg room to provide a comfortable ride. It also has foot guards
designed into the steel floor boards and body along with a padded steering wheel
that is positioned low for better control.
Rider comfort and conveniences increase even more on the Teryx 750 4x4 LE, with
the addition of a digital meter with dual trip meters, clock and hour-meter,
half-windshield, hard top and dual retractable cup holders. The LE also features
a tilting cargo bed with gas assist, which gives the tilting bed a boost.
The Teryx is comfortable for me at 6' 1".
The Teryx 750 4x4 isn’t all play and no work. It is equipped with a
500-pound capacity cargo bed that is ideal for recreational users, yet versatile
enough for work and hauling with tie down hooks in all four corners and comes
with a cargo net to keep the goods secure. The Teryx 750 4x4 can also pull the
load with its 1300-pound towing capacity.
Bed comes with a nice cargo net. The standard model does not
have a tilt bed.
The hitch looks pretty beefy, although I don't really like
how it hangs out past the frame.
Plastic skid plate is very wimpy., but it looks like there
is enough clearance to protect everything.
Coolant Level Site Gauge (near passenger feet).
Large Glove Box
Rear shock has piggyback reservoir, Front shock does not. Ride quality is
good for a stock UTV.
Rear differential support looks very solid - 4 mounting points up top and
two on the bottom
Decent sized radiator with good air flow. Did not see an engine oil
cooler. The radiator looks like it could use a bit more protection against
Small "Leg Minders"
Parking brake is foot activated, and hand released. I don't really like the
Transmission does not
have a "Park" selection. Front locker is actuated lick a clutch
with the stick next to the gear selector. Locker can be used
(locked/unlocked) while vehicle is in motion.
Standard dash - no speedometer or odometer. LE model has digital dash. If
you want to add the digital dash to a standard version, the info is:
Digital multifunction meter = part # 999940110.......price $219.95.
Fuel tank under passenger seat
Battery, Fuses, CDI and idle adjustment are under driver's seat. Not
sure I really like the wires, fuses and relays in an area that could easily
Airbox - The airbox lid looks very restrictive. But very easy to modify for
more airflow. Unfortunately, the CV Carbs will need to be modified to allow
for more air.
Exhaust looks very restrictive. It is very quiet. Stock silencer is 14 lbs
Wheel bolt pattern is 4/137 - 12mm studs.
Engine mounts look very sturdy and nicely positioned.
Winch plate behind front bumper
Cup Holders - Available on LE Models
The Tail Lights look like something you would pick out at Kragen's.
Clutch - CVT
Tilt Bed is available on LE Models - Bed weighs 104 lbs.
Teryx clutch pictures from UTVCrap.com
Some comparison's between
the Teryx and the Brute Force:
Teryx comes with 135 front and 140 rear main jets. The
2007 Brute Force came with 152 front and 158 rear. Pilot jet is the same.
Transmission gearing has been lowered.
Head pipe diameter is decreased to 29.4MM.
Cooling system increased to
Exhaust volume muffler.
Cooling fins widened for more cooling.
Belt protection system reduced rpm in case of slippage.
Larger air-box volume.
Timing is advanced less on the Teryx.
At a glance…
- First in class with a V-twin
- Sport performance with gas-charged rear shocks with reservoirs
- 26-inch Maxxis tires
- Sealed rear wet brake
- Ample 500-pound capacity cargo bed
- The 90-degree 749cc V-twin engine is the largest, most powerful engine in
- Positioned mid-ship for optimum front/rear balance – good for power slides
and cornering control
- Straight intake tracts and 34mm downdraft carburetors enhance power
delivery throughout the rpm range
- Radiator is compact and placed high in the chassis for better protection
against mud and debris
- Ducts located by the cargo bed direct cooling air to the engine
- Aluminum cylinders are Electrofusion-plated for light weight, long wear
and excellent heat dispersion
- Engine can be started in any gear when the rear brake is applied.
Can be started in neutral without depressing brake.
- Electronically controlled Kawasaki Engine Brake Control helps to slow the
RSV when traversing steep down hills
- CVT features high and low ranges, plus reverse
- Combined with the engine power characteristics, provides instantaneous
- Rider can select two- or four-wheel-drive operation by pressing a button
located on the dash
- Limited-slip front differential reduces steering effort under normal
four-wheel drive operation, while Variable Front Differential Control
permits rider to distribute torque equally to left and right front wheels
for maximum traction via a hand lever
- Rear wheels are locked and always turning together for cornering control
- Large-diameter thin-walled tubular steel frame
- Only RSV with integrated occupant protection
- First with sport performance-focused suspension – low-speed comfort not a
main design priority
- Wide track provides excellent stability and chassis has 11.2 inches of
- Long dual front A-arm suspension and narrow frame concept provides 7.5
inches of travel and features adjustable gas-charged Kayaba shocks
- Independent rear suspension provides the best balance of rider comfort and
handling at high speeds, and adjustable gas-charged Kayaba shocks with
reservoirs provides 7.25 inches of travel
- Chassis offers the right balance of bump absorption while limiting
- Able to tackle corners in either a drift or grip style and operate beyond
the limits of its rivals
- Dual front 200mm disc brakes with two-piston 27mm calipers and Kawasaki’s
sealed, oil-bathed, multi-disc rear brake system provide maximum stopping
power in all conditions
- Front discs are recessed in wheels for protection from debris
- Good rough terrain performance and obstacle clearance with 26-inch Maxxis
tires specially built for the Teryx 750 4x4
- Tread design enables both controlled sliding and forward traction
- Bucket seats with retractable three-point seat belts
- Foot guards designed into the floor and body
- Padded steering wheel positioned low for better control
- Body work is made of high-gloss scratch resistant Thermo-Plastic Olefin
- Steel floor boards and engine guards for maximum protection
- Dual 40W headlights and dual taillights
- Cargo bed has 500 lb capacity, tie down hooks in all four corners and
cargo net standard
TERYX 750 4x4 LE additional features
- Digital Meter
- Dual retractable cup holders
- Hard top
- Tilting cargo bed with gas assist
2009 Kawasaki Teryx:
New Digital Fuel Injection system
- High output 750cc twin engine now has digital
fuel injection, which enhances throttle response and
automatically adjusts for changes in temperature and
- The fuel injection system (controlled by a
32-bit CPU) continually monitors coolant
temperature, air intake temperature, throttle
position, air intake pressure, vehicle speed and
crankshaft angle to automatically meter out the
ideal amount of fuel via two 34mm throttle bodies
for extremely stable power delivery – regardless of
- Instantaneous fuel delivery from the fuel
injection makes its response sharper than ever
- FI systems permits easy engine starting at low
temperature and utilizes an Automatic Idle Speed
Control and Automatic Fast Idle function to ensure a
smooth engine warm up
- The high-pressure fuel pump located inside the
tank features a unique reservoir chamber at the
bottom of the fuel pump to ensure air does not get
into the fuel system
- Specific Teryx-sized throttle bodies and revised
ignition timing have increased low and mid-range
torque as well as improved response at higher rpm
- Revised ignition timing when in reverse combined
with low-speed operation and deceleration FI
settings better enable the engine to deal with
increased moisture when driving in shallow water
Improved Continuously Variable Transmission
- Featuring high and low ranges, plus reverse, the
CVT provides a very direct feel from the engine, and
instantaneous acceleration – ideal characteristics
for sport riding
- Transmission utilizes a high-grade belt that’s
highly durable and designed to handle the high
output of the engine
- The CVT Belt Protection System better prevents
tire freewheel, has upgraded rock section
performance and less belt overloading by adding
Throttle Position Sensor (TPS) data into the system
- For better protection against water entry, the
intake and exhaust ducts were changed, with the new
exhaust duct opening located higher and the revised
intake duct flowing more air to the CVT for better
- Intake temperature reduced with heat shielding
on the exhaust pipe below the intake duct
New Airbox design
- Increasing air cleaner box volume and changing
the ducting shape and length lowered the noise level
near riders’ heads