The wait, dear friends, is over. After months and months of teases, after all the anticipation, and after the mountain of patent drawings RideApart uncovered, it's all over. It's here. It's live. It's real. It's happening dot gif. And why not, it is real and it is fabulous.
We finally—finally!—have been gifted what we've all been waiting for ever since we caught wind that Kawasaki was building a monster side-by-side behind the company's green curtain. So say hello to the 2026 Kawasaki Teryx H2, a 250 horsepower, supercharged go-fast UTV designed to take on the likes of Can-Am's Maverick R Max and Polaris' RZR Pro R 4.
And by the specs listed below, hot damn does it have the chance to take the Iron Throne and send both those side-by-sides to The Wall in the North. OK, enough mixing of pop culture idioms, and let's get to the nitty gritty of what makes this insane side-by-side tick.
I'll give you a hint, it's whines like a banshee.
We have to start with this side-by-side's engine. A 999cc inline four-cylinder remains at the heart of the Teryx H2, but a big ole supercharger sits atop the engine, ramming air into it and doling out a staggering 250 horsepower and 146 pounds-feet of torque. Redline is pegged at 9,500 rpm, so Kawasaki gave the Teryx H2 an intercooler and twin air intake snorkels—one for the engine, the other for the CVT—to make sure you don't blow up the engine when you're flogging the hell out of it in Glamis or any other hot-weather climate.
And for those asking why Kawasaki didn't go the turbocharged route like its competitors, the brand stated that it didn't want to power delivery issues. i.e. Kawasaki didn't want old-school turbo lag. The company states, "Unlike a turbocharger that relies on exhaust gases, the supercharger of the Teryx H2 is mechanically driven by the engine, eliminating turbo lag and offering instant throttle response." A shot across the proverbial bows of Polaris and Can-Am, no doubt.
There is a blow-off valve, though, so you still get old-school squirrel noises ala the Lancia Delta Integrale Group B racer.
Unlike said Delta Integrale, however, you can select exactly how much power you want sent to either the rear wheels or all four via the Kawasaki's power mode selector. Three options are available—Full, Mid, and Low Power—with Low representing about 60% of the available power, Mid being 80%, and Full being, well, all the beans. All those supercharged prancing horses. Unleash thee now, thine stallions!
As mentioned, drivers can select between rear- and four-wheel-drive, and also have access to a fully locking front differential for when you need to crawl up an obstacle or get yourself out of a sticky situation. But that's just the half of it. The frame and suspension are also out of this world.
Measuring at 74 inches, the width was designed to ensure you have plenty of track to put all that horsepower to the trail, gravel, and/or sand, with Fox 3.0 internal bypass shocks providing the Teryx H2 with 24 inches of travel, and 16.1 inches of ground clearance—reinforced skidplates abound throughout to ensure no errant rocks or trees bash the underside too much. The Fox units, however, come with selectable maps through the brand's Kawasaki Electronically Controlled Suspension (KECS) software. Soft, Firm, and Normal are the predetermined maps, with Kawasaki stating, "Drivers can easily adjust the suspension on the fly using switches on the steering wheel, choosing from three clearly defined modes based on passenger load or personal preference."
Kawasaki also somehow made the Teryx H2 nearly 300 pounds lighter than Can-Am's Maverick R Max and 100 pounds lighter than Polaris' RZR Pro R 4 (Kawasaki [2,363 lbs dry] vs. Can-Am [2,640 lbs dry] vs. Polaris [2,480 lbs dry]). That, combined with the horsepower, woof.
The brand then details, "Normal mode strikes a balance between comfort and firm damping, making it suitable for everything from casual cruising to more spirited driving. Soft mode emphasizes ride comfort, with gentler settings that allow more suspension movement over rough terrain like whoops, especially at lower speeds. Firm mode is tuned for high-speed, sporty driving, offering tighter damping that minimizes body roll and keeps the vehicle composed, even during aggressive maneuvers."
You also get 270mm petal disc brakes at all four corners, while the fronts are clamped down by three-piston calipers, and the rears by twin-piston calipers. 16-inch aluminum wheels—which may be the largest wheel diameter offered by a factory UTV—are shod with 33-inch Maxxis Carnivore Plus all-terrain tires. You can, however, get bead-lock rims if you opt for the Deluxe models.
And as we've reported on before, you have a five-seat option for your larger family outings in the dunes, with a large bench seat and four-point harnesses keeping you and your passengers from flying out the window. A four-seater option is also available. You also have a TFT display, an optional Garmin Tread infotainment, a couple hundred accessories, lights, backup cameras, and so many more things that make this go-fast side-by-side damn-near the king of them all.
It's also got price going for it, as it's the cheapest of the bunch.
Currently, the base MSRP for the Can-Am Maverick R Max $39,199, while the Polaris RZR Pro R 4 will set you back a cool $38,999. The base price for the Kawasaki Teryx H2? $37,199. Now, that's not a big difference between Team Green and the reigning champions of go-fast side-by-sides, but it's not nothing. And in today's world of economic instability, a few thousand off the others, along with a metric ton of horsepower, and a lot less weight, well, that might just tip the balances of power toward Kawasaki.
As for what I think, I think we've got a serious contender for the top dawg with this Teryx H2. Plus, you can fit a family of five in its seats, which is always a benefit. At least for me, my wife, and my three kids. We'll have to wait and see how the thing stacks up when we finally get to drive it.
