In 4wd with the Variable Front Differential Control fully locked, the Teryx offers true, 100-percent 4WD allowing it to climb up over obstacles that you otherwise wouldn't be able to in your $50,000 4x4 pickup. (Photo: motorcycleusa.com) » More Photos

Climbing into the Teryx is easy, as its uncluttered floorboard and intuitively placed grab handles make sliding into the seat quite simple. There's plenty of space between the driver and the compact, padded steering wheel with all of the various controls well placed within the drivers reach. Leg and head room are spacious, even for my six-foot frame and the integrated foot guards in the metal floor help keep the users' bottom half inside the vehicle at all times. A retractable three-point seat belt ensures both driver and passenger remain secure within the confines of the sporty bucket seats, which are also removable, if the need arises. We really liked the seats as they provided a reasonable amount of cushion without any uncomfortable pressure points, even after spending all-day strapped in and hanging on for dear life. On the other hand, the car-like safety belt system doesn't feel like it keeps the passengers as secure when mobbing through g-outs and landing bigger jumps as we'd prefer. If you plan on using your Teryx in a more aggressive manner, a secure five-point harness would be a worthwhile upgrade. As it is, we survived unscathed but the set-up could be better.

Instrumentation is limited to just a parking brake, 4WD, and high-coolant temperature indicator lights, as well as a digital engine hour meter. Headlights are controlled via a three-way (off, low, high beam) twist-style knob to the left of the steering wheel. There's also a 12-volt accessory power outlet and a nice size glove box capable of keeping a few personal items secure and out of the way.
Starting the engine is as simple as turning the dash-board mounted key, which can be done while in any gear, so long as the brake is applied. Temperatures throughout our ride never dipped below the 60s, so the use of the choke was never required. (Yep, this thing is carbureted, more on that later...) Release of the foot-operated parking brake, slide the shifter into 'H' and you're ready to go.

Mash the accelerator pedal and the Teryx lunges forward courtesy of the first-in-class 90-degree, 749cc V-Twin engine borrowed from Kawi's Brute Force utility ATV. The 8-valve SOHC mill has been specifically retuned for a wider spread of that stump yanking, wheel spinning torque. On flat ground, under wide-open throttle, the 48 mph top speed (governor limited) can be achieved quickly. At speed, the exhaust note exiting out of the spark arrestor-equipped stainless steel exhaust is throaty and never became annoying. Throttle response is smooth and accurate which makes modulating the throttle in a power slide ridiculously easy-even for someone who doesn't have a wealth of driving experience. The Power-zapping sand dunes didn't seem to hinder the Teryx much at all (with tires properly aired down). The liquid-cooled engine still had plenty of grunt to lug us (including our camera gear and spare wheels/tires) around and was plenty capable of getting back in motion after parking on steep sandy inclines. Making sure that the engine is properly cooled is a compact, forward-mounted radiator which also features a thermostat controlled fan that's tucked up neatly out of harm's way.

Fueling the engine is a pair of Keihin CVKR-34 downdraft carburetors. Yes, Team Green engineers decided that it would be best to use a proven set of gas-air blenders on this year's model. But don't fret techies... EFI is in the works. However, if you are the kind of owner who enjoys working on their own toys; carburetors might be a boon, especially if you plan on undertaking some engine modifications. The easy-to-access airbox employs a re-useable oval-foam air filter mounted up high where it belongs.

The Teryx puts its claimed 44.2 horsepower and 40.8 ft-lb of torque to its large 26-inch specially designed Maxxis tires via a continuously variable belt-drive transmission (CVT). The transmission is controlled by a hand-operated shift lever mounted on the center console. The driver can choose from two forward gears (high/low range), neutral and reverse by sliding the lever fore or aft. High gear is the preferred drive mode under most circumstances, while Low range can be used for slow speed situations when maximum torque is required, like aggressive or technical hill climbs, etc... The best thing about the CVT transmission it delivers instantaneous acceleration. There are no momentary acceleration pauses like you'd expect while changing gears in a car or truck. In drive mode it's completely smooth as if it were one constant, never-ending gear. However, at a stop the driver does hear a rather unnerving audible clunk when changing gears. Despite the weird noises, the easy-to-use transmission never gave us any problems.

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