The UTV Horsepower War Has a Fine-Print Problem

Is 250 horsepower really 250 horsepower, and does it actually matter when you are out on the trail?

This is the question everyone in the side-by-side world should be asking now that Kawasaki has introduced the supercharged 2026 Teryx H2 into the sport UTV competition.

On paper, 250 horsepower from a 999cc supercharged inline-four is a big number. This puts Kawasaki alongside Can-Am’s 240-hp Maverick R and Polaris’ 225-hp RZR Pro R. For fans of high-performance side-by-sides, it looks like a horsepower war.

But there is a catch, and Kawasaki points it out in its own fine print. Honda Talon takes a different approach

Kawasaki says the Teryx H2’s horsepower was measured according to ISO 4106, which measures horsepower differently than the SAE standards used for many cars. Kawasaki also says the referenced horsepower measurement may be higher than it would be if measured under an SAE standard.

This does not mean Kawasaki is doing anything wrong. In fact, they should be credited for being upfront about it. But it does mean that when shoppers compare 250 hp, 240 hp, and 225 hp, they might not be looking at the same kind of numbers.

And when these machines cost over $40,000, that really matters.

Kawasaki Lit the Match With the Teryx H2

The 2026 Kawasaki Teryx H2 is more than merely a sport UTV with a big number on the brochure. It has a 999cc liquid-cooled, four-stroke, inline-four supercharged engine rated at 250 hp and 146.2 lb-ft of torque. Kawasaki says it reaches peak power at 9,000 rpm, and the engine uses a CVT to deliver smooth, steady acceleration.

Kawasaki is clear about its goal. This machine is made for dunes and deserts first. The company says the Teryx H2 is built for wide-open terrain, with long-travel suspension, a wide stance, a long wheelbase, and a CVT tuned for the supercharged engine’s power.

The pricing shows this is a top-of-the-line machine, not just a budget option for weekends. Kawasaki lists the Teryx4 H2 at $37,199, the Teryx4 H2 Deluxe at $43,199, and the Teryx5 H2 Deluxe at $43,699.

So the Teryx H2 definitely stands out. It is big, powerful, supercharged, and built for the top of the sport side-by-side market.

But the horsepower number is just the start of the story.

The Fine Print Is the Real Story

The important line in Kawasaki’s material is the footnote attached to the horsepower claim. Kawasaki says the vehicle’s horsepower was measured in accordance with ISO 4106 and that the result may be higher than it would be under an SAE standard.

ISO describes ISO 4106 as a motorcycle engine test code for net power assessment. The ISO page also notes that the 2012 version has since been withdrawn and revised by a 2026 version, but the key point for shoppers is simpler: ISO 4106 is an engine test standard tied to motorcycle-style applications, not the same SAE framework many American buyers associate with car horsepower ratings.

The Vehicle Certification Agency describes SAE J1349 as a net-power certification standard and SAE J1995 as a gross-power standard, with certification meant to help manufacturers verify engine power and torque claims.

To put it simply, both ISO and SAE standards are valid ways to measure power, but you cannot always compare them directly when shopping.

This is why the debate is important. A rider comparing the Kawasaki Teryx H2, Can-Am Maverick R, and Polaris RZR Pro R might see three big numbers and think the highest one is best. But unless those numbers are measured the same way, in the same conditions, and described the same way, the comparison is not as simple as it seems.

Can-Am and Polaris Prove Horsepower Is Only Part of the Fight

Can-Am’s Maverick R is rated at 240 hp from a Rotax 999T turbocharged triple-cylinder engine. But Can-Am’s real performance pitch is not just the engine. It is the 7-speed dual-clutch transmission, which Can-Am says shifts in 0.2 seconds with no torque interruption at the wheels.

That is a very different way to deliver speed compared to Kawasaki’s CVT setup.

Polaris takes another path with the RZR Pro R. It advertises 225 hp, a 74-inch stance, and 29 inches of usable travel as part of its desert-focused Pro R package. Polaris’ detailed specs list the Pro R Ultimate with a 1,997 cc DOHC inline-four, an automatic PVT transmission, an estimated dry weight of 2,339 pounds, and a 74-inch overall width.

This means the big three are not just different in horsepower. They also differ in engine design, induction, transmission type, width, suspension, weight, and how they put power to the ground.

CVT vs DCT: The Spec Sheet Does Not Tell the Whole Story

This is the point where riders should pause before picking a winner.

Kawasaki’s Teryx H2 uses a CVT. Kawasaki says the CVT is designed to keep the engine in its optimal performance range and to avoid the power dips typically associated with shifting. The company also talks heavily about belt shape, durability, cooling, pulley angles, belt engagement, engine braking, and a CVT temperature sensor.

This shows something important: Kawasaki understands that making 250 hp is just one part of the challenge. Keeping a belt-driven CVT working in sand, heat, dust, and long rides is even harder.

Can-Am, meanwhile, is selling a DCT experience. Its official page says the Maverick R’s 7-speed dual-clutch transmission delivers maximum wheel power, quick response, 0.2-second shifts, and no torque interruption at the wheels.

That does not mean one is automatically better than the other. It depends on where and how you ride.

A CVT can feel smooth and easy to use. A DCT can feel more direct and aggressive. CVT belts can have heat issues, while DCTs can be more complex and expensive. What matters is not just the horsepower, but how the drivetrain uses it.

The Trail Does Not Care What the Brochure Says

Car and Driver explained this in a way every rider can understand. In their first ride on the Teryx H2, they mentioned Kawasaki’s 250-hp claim and pointed out the ISO versus SAE fine print, saying there is no easy way to convert between the two. They also said the Kawasaki did not feel as quick as the Can-Am Maverick R, even though the Teryx H2 showed 101 mph on a dry lake bed.

That sums up the whole horsepower war problem.

A machine can have the highest advertised number but still not feel the fastest in every situation.

Why? Because real-world performance is about more than just peak horsepower. It also depends on things like torque curve, clutching, gearing, throttle response, traction, tire size, weight, suspension, cooling, elevation, sand, driver confidence, and how much power the machine can actually use.

A dyno or brochure number is not the same as winning a drag race, climbing a dune, handling bumps, crawling over rocks, or carrying four people and a cooler down a rough trail.

Even Suspension Numbers Have Fine Print Now

Horsepower is not the only spec that deserves a closer look.

Polaris advertises the RZR Pro R with 29 inches of usable travel, but its detailed specs show 27 inches of usable front travel (22.25 inches of front wheel travel) and 29 inches of usable rear travel (24.5 inches of rear wheel travel). Polaris also explains that usable travel is measured with the vehicle in full droop from the bottom of the tire to the bottom of the skid plate.

Again, this is not necessarily misleading since Polaris explains what the term means. But it shows the same thing: in today’s high-end UTV market, the headline number is often not the full story. Horsepower has fine print. Suspension travel has fine print. Dry weight has fine print. Even the “starting at” price has fine print once you add destination, prep, accessories, and dealer fees.

For buyers, this means the spec sheet is just a starting point, not the final answer.

What Buyers Should Actually Compare

It is fun to compare high-horsepower UTVs, but if you are spending this much money, you should ask better questions than just “which one has the biggest number?”

Start with these:

How was the horsepower measured?
Kawasaki names ISO 4106 and warns that the number may read differently than an SAE measurement. That is useful context, not something shoppers should ignore. Kawasaki Teryx H2 recall

Where does the engine make power?
The Teryx H2 reaches its peak power at high rpm. That is great for dunes and desert runs, but trail riders should care about throttle control, low-speed response, and how the power feels before the engine is revving high. 2026 side-by-side horsepower comparison

What transmission is behind it?
Kawasaki uses a CVT and focuses on cooling and belt durability. Can-Am uses a 7-speed DCT and highlights quick shifts with no torque interruption. Polaris uses automatic PVT on the Pro R. These are very different setups.

How much does it weigh?
Dry weight is helpful, but it is not the same as the weight when the machine is ready to ride with fuel, accessories, passengers, tools, a spare tire, stereo, roof, windshield, and cargo. Kawasaki points out that dry weight does not include all the materials and fluids needed for proper use or a full tank of fuel.

How wide is it?
Can-Am says the Maverick R X is 78.1 inches wide, while Polaris lists the RZR Pro R Ultimate at 74 inches. Kawasaki’s H2 is also made for wide-open desert and dunes. Width can help in the desert but can be a problem on narrow trails.

What kind of suspension number are you reading?
Wheel travel, usable travel, and marketing travel are not always the same. Polaris’ own specs show why buyers should read the definitions.

The Honest Take

Kawasaki did not just make a machine for headlines. The Teryx H2 is a real contender at the top of the sport UTV world, and its supercharged engine gives Kawasaki something unique among major UTV brands.

But the bigger story is not simply that Kawasaki has 250 horsepower. The UTV horsepower war has reached the point where the fine print matters as much as the headline.

If you are buying for dunes, desert, and open terrain, the Teryx H2 is worth a close look. If you want the sharp, gear-driven feel of a DCT, the Maverick R is still a strong choice. If you want big naturally aspirated power, serious suspension, and a proven desert platform, the RZR Pro R is still a top contender.

But none of these machines should be judged by just one number.

Horsepower sells the dream.
Torque, clutching, gearing, cooling, suspension, weight, width, and how the machine drives decide if that dream works where you actually ride.

Final Word for Riders

The next time someone says, “This one has more horsepower,” the best response is simple:

Measured how? Delivered how? And useful where?

Because in today’s UTV market, 250 horsepower may be real, but it is not the whole truth. Is the Kawasaki Teryx H2 really 250 horsepower?

Kawasaki claims 250 hp for the 2026 Teryx H2, but the company says that number was measured using ISO 4106 and may be higher than it would be if measured under an SAE standard.

Is ISO horsepower fake?

No. ISO is a real standards organization, and ISO 4106 is an engine test code used to assess motorcycle net power. The issue is not whether the number is fake; the issue is whether buyers can directly compare it to horsepower numbers measured or marketed under different standards.

Is the Can-Am Maverick R faster than the Kawasaki Teryx H2?

That depends on conditions, driver, terrain, and setup. Car and Driver reported that the Teryx H2 did not feel as quick as the Maverick R from the seat, even though the Kawasaki showed an indicated 101 mph on a dry lake bed.

What matters more than horsepower in a UTV?

Power delivery, torque curve, transmission type, clutching, gearing, cooling, suspension, weight, tire setup, width, and terrain fit all matter. A lower-horsepower machine can feel quicker or work better if it puts power down more effectively.

Should I buy the UTV with the most horsepower?

Not automatically. Buy the machine that fits where you ride. Dune riders, desert riders, trail riders, hunters, overlanders, and families all need different things from a side-by-side. The highest horsepower number is not always the best ownership experience.