Get Up And Go
The fuel-injected, 749cc, V-twin engine mated with the dual 34mm throttle bodies is responsive, and the lag of previous models has disappeared. The fuel injection uses six separate sensors (measuring coolant temp, intake air pressure, throttle position, air intake temperature, vehicle speed and crankshaft angle) and a 32-bit CPU to supply the engine with the data required to run at optimal performance levels. A nice side benefit to the FI system is the high-pressure fuel pump and fuel level sensor which allow for a nice LCD fuel gauge on the dash. "The fuel system was designed to keep air out of the system when at extreme angles," Lorio commented. "You may stall it, but you won't get air in the system."
The constant variable transmission (CVT) was retuned from previous models to accommodate hard acceleration shifting, while the aluminum CVT cover itself was redesigned to work as a heat sink of sorts. The CVT also incorporates Kawasaki's Engine Brake System, the benefits of which we can attest to after personally descending on some of the steepest terrain in the Arizona desert. The CVT also incorporates new ECU settings for the belt warning system. In the event that you're stuck and the engine is revving at or over 2800 rpm with no tire movement, a warning light will blink on the dash alerting the driver of the excessive load on the belt. Once the warning system is activated, engine power is limited, thus reducing the chances that you impatiently hold it wide open while simultaneously frying your belt. The system automatically disengages once the wheels become unstuck and start to move.
Happily, we never really got the Teryx stuck; as a matter of fact we only engaged the low drive setting once, and it was just a precaution. The CVT system keeps the power to the ground and getting stuck was a nonissue. Another CVT-related safety feature is the rerouting of the CVT exhaust duct (7.7 inches higher), which in theory will keep water out of the duct in the event you're submerged.
The drivetrain now incorporates new CV joints and driveshafts, plastic CV boots as well as increased shaft diameters and hardened spline areas, which should all combine for added reliability. The electronically selectable 2WD/ 4WD uses an electronic vacuum shift mechanism, which unlike the ATV models, will not engage if you're moving over 16 mph.
Wheels, Tires And Brakes
The cast-aluminum wheels on the Teryx Sport models are mated to 26-inch Maxxis tires, which combine for a whopping 2.2-pound unsprung-weight savings per wheel. Front brake duties are handled by dual recessed 200mm discs and rigidly mounted twin-piston calipers. The rear brake system is a sealed multidisc unit, which is incorporated into the gear case. Unlike the cable-operated sealed systems on the ATV side, the Teryx system is hydraulically operated and incorporates an extra disc for added stopping power. The package as a whole performs flawlessly as Thad found it amusing to drive at Mach speeds in zero visibility and dust clouds, and we repeatedly found ourselves using every ounce of braking power the Teryx had to offer. If that's not a testament to the Teryx's stopping power, nothing is.