KAWASAKI TERYX H2 PERFORMANCE UPDATES

First Reaction to the All-New Kawasaki Teryx H2 Supercharged UTV

EVP Co-owner Jim Zuccone dives into the specs and features of the first "true" Japanese performance side by side to enter the market - the all-new supercharged Kawasaki Teryx H2! EVP is one of the first in line to receive a production model in early September 2025. Keep tabs on all our latest H2 updates by joining the new Kawasaki Teryx H2 Performance group on Facebook.

Kawasaki Teryx H2 vs Can-Am Maverick R MAX

Jim shares his experiences at Kawasaki HQ and provides his initial thoughts of EVP's very own Teryx H2 at Adrenaline Motorsports in Case Grande, AZ. See how the H2 fares against the Maverick R MAX in both dead stop and roll-on races!

Teryx H2 Makes It To EVP Headquarters

Back in Wisconsin - “We spent the day yesterday meticulously testing 0-60 and dyno testing our bone stock H2. As I alluded to in our last video, Density Altitude (DA) plays a large factor in how the H2 performs. For those who aren’t aware of how DA affects engine performance, a basic explanation is it is atmospheric pressure at a given location corrected for temperature and humidity. Last week when we were testing in Casa Grande, AZ, the elevation at that location is 1400’, above sea level. However, due to the temperature and humidity, engine performance was if the engine was operating at 4000’ elevation. The reason why this is significant for the H2 is the compressor on the H2’s supercharger cannot compensate for the pressure difference because its RPM is fixed in relation to the crankshaft RPM. A modern turbo vehicle (Maverick R, Pro XP or X3) has electronic boost control which has built in compensation for both temperature and atmospheric pressure. The ECU adds more duty cycle to the wastegate which spins the compressor wheel faster. This keeps the engine output relatively constant despite the higher DA. There is some loss in efficiency of the turbo operating at a higher DA, but software largely makes up for it.

We now have 3 baselines at 3 different density altitudes and in all 3 cases, as the density altitude increases, the performance of the H2 decreases. Yesterday in Wisconsin, the DA was 1000’ and the H2 was on a whole other level. It clocked a 5.16 0-60 and was .65 of a second faster than in Arizona (5.84). This was very close to a stock Maverick R Max draggy from last year. At Tooele Valley with an elevation of 4500’ and a DA of 6600’, the 0-60 was 7.70 seconds. What this all means is the lower the DA, the better the H2 will perform. The other thing that is clear is the H2 is throttle limited on takeoff from a stand still. I can see in the binary that it only allows partial throttle depending upon Pedal/TPS. Fixing this alone will better all 0-60 times by about .2 second. This would make the H2 significantly faster 0-60 than a Maverick R Max.

Dyno numbers – the H2 put down a solid 225 WHP in full power mode. Mid power mode was about 150 and low power mode was about 110. The 225 WHP number is consistent with a claimed 250 crank horsepower and is actually a bit higher than I expected. I also overlaid a Maverick R Max, Pro R and 2024 X3 with the H2 dyno graphs so people can see how it stacks up against other stock vehicles. The different modes work amazingly well.

Our plan for the short term is to build a solid pump gas tune which addresses the throttle closure issue and makes a bit more power with all stock components. After that, we will see how an exhaust and other performance related parts affect engine power. Then we will build higher octane tunes, then E85/Flex Fuel, Launch Control and all of the other features customers expect from us.” - Jim Zuccone

Teryx H2 EVP Tuning

We're seeing solid gains from a "stage 1" tune compared to the factory ECU calibration, with significant HP increases throughout the power band.