Polaris RZR XP1000 vs Kawasaki Teryx KRX1000
Engine:Â
When it comes to the powertrain, these two are of a similar design, but executed a little differently. Polaris and Kawasaki both use a 999cc, dual overhead cam, 4-valve per cylinder engine design. Both have twin throttle bodies, and both use CVT belt-driven transmissions. The Kawasaki uses an additional centrifugal wet clutch inside the engine case before the CVT, which keeps the belt from taking damage at high-throttle, low speed situations. This does cause the KRX to be a little less responsive off the line in drag races against the RZR XP, but after the RZR got out front, the KRX would hang with it all the way to its top speed. In a roll race, they are about dead even. Both cars signed off around 70 mph, which is plenty fast.Â
They’re even close in horsepower – 114 for the RZR and 116 for the KRX. The KRX is about 150 pounds heavier than the RZR, and we thought at first that the RZR was going to eat it alive in a drag race. The RZR just feels more aggressive – its engine revs up quicker and feels lighter, which leads to it feeling quicker than it is. That’s not a bad thing- the RZR is a blast to drive quickly, and its short gearing makes it feel very lively.Â
Transmission/Drivetrain:
Here, they differ again. The RZR uses an automatic AWD system, where the KRX locks you in 2 or 4. A selectable front differential lock on the KRX works well for extra sticky situations, but is really only required once in a great while. In fact, we have done a ton of rock climbing in Moab without touching the diff lock. It is nice to have when you need it, however, and we give the nod to Kawasaki for leaving it up to the driver.Â
The KRX’s gated shifter operates a lot more smoothly than the RZR’s gateless shifter, and it’s easier to find the gear you want without looking. The drivetrain components (axles, hubs, etc) are much larger and beefier on the Kawasaki, and the KRX seems to built that way just about everywhere else, too.Â
