2026 Kawasaki Teryx H2 Stage 2 Lock & Load Kit (310+ HP)

2026 Kawasaki Teryx H2 Stage 2 Lock & Load Kit (310+ HP)Aftermarket Part Lock and load your Kawasaki Teryx H2 and get ready for some serious kick! The Teryx H2 is a great machine and the current king of the HP wars but Kawasaki left a ton of room on the table for improvement. This simple kit is the best way to wake up your Teryx H2 as it comes with our proven ECU tunes which are loaded via the DynoJet Power Vision 3 ECU tuner. The tunes add some amazing horsepower from low end to high end RPM and really

Aftermarket Part

• Lock and load your Kawasaki Teryx H2 and get ready for some serious kick!  The Teryx H2 is a great machine and the current king of the HP wars but Kawasaki left a ton of room on the table for improvement.  This simple kit is the best way to wake up your Teryx H2 as it comes with our proven ECU tunes which are loaded via the DynoJet Power Vision 3 ECU tuner.  The tunes add some amazing horsepower from low end to high end RPM and really give your machine that "snap" you're looking for.  Our AA Stage 1 clutch kit compliments the tuning perfectly by more efficiently transferring power to the wheels, ridding yourself of the very lazy factory clutching setup, and allowing for higher RPM for more boost.  With our free flowing exhaust we're able to pick up even more power while holding RPM for longer pulls with less chance of detonation due to less heat retention.
• Kit includes:  AA custom tuned PV3 tuner, Stage 1 Clutch Kit, and Exhaust.
• AA Teryx H2 tuning info:
  • Excellent horsepower gains especially when paired with clutching and a free flowing exhaust.  The Teryx H2 gains power based on RPM, as boost increases when you spin the supercharger faster.   Clutching is the biggest performance gain, but you need good tuning to go with it.  The OEM calibration has many areas that need to be improved upon when running at a higher RPM as the timing suffers, the throttle pulls back, and air/fuel ratios are not favorable as they are meant to decrease power.   Not only that, but a higher RPM rev limit is critical for overshoot/top speed when clutching at a higher RPM.
  • The OEM calibration has a VERY rich fuel curve up top, extremely low timing, and pulls throttle at higher RPM.  Our ECU calibration fixes these issues, plus some!
  • Quicker throttle response and power delivery that just keeps on pulling all the way to the rev limit
  • Throttle by wire tables are modified for better response, especially in high range/full power mode.  Low range, low power, and medium power mode throttle mapping are slightly revised, but still left mild for good crawling and towing
  • The OEM throttle mapping has a dead zone in full power mode.  We revise full power mode throttle mapping for better response and less lag. 
  • More throttle available in low range when you need it to get out of a sticky situation
  • Full throttle/power in reverse (factory limits reverse throttle)
  • AA's revised wicked timing curve for optimum power output.  The OEM timing curve falls off fast with RPM as they simply don't want you to rev this motor.  We fix this issue and much more.
  • A great fuel curve that gives much better low end and all around more power as the factory map is very lean in key areas.
  • Accelerator enrichment is optimized for better fueling and vehicle response when stabbing the throttle
  • Fan on/off temp lowered to 185/180 degrees Fahrenheit (Stock is 189/183) to help keep the vehicle cooler
  • Optional seatbelt limiter disabled
  • Speed limiter removed
  • Huge power gains when used with clutching.  See dyno graph images.
  • On the dyno, stock runs were done at 8200-8300 RPM which is where they run from the factory until top speed where RPM climbs out.
  • Rev limit at a safe 9800 RPM (Stock is 9500 RPM)
  • Best peak power when tuned is 8800-9200 RPM at wide open throttle in the 50-60 MPH range
  • Very easy to use tuner that can also check and erase most trouble codes
  • Easily data log over 25 parameters with 1 push of a button and review on your Windows PC/laptop later
    • **NOTE** Models with the Garmin center display will need to disconnect the display to read, flash, or data log.  This is due to too many modules using the CAN Bus and interference.
  • No mess of having to send in your ECU, and a safer way of programming your ECU (easily go back to stock tune)
  • Mount using the supplied dual lock Velcro
  • See Tune levels below.  Tunes are developed to have different timing and fuel curves for each octane desired.
    • Level 1 Tune:  Built for 91-93 octane fuel.  Huge gains of +16 RWHP (roughly 20 crank HP) with our tune when clutched and running 8800-9200 peak RPM.
    • Level 2 Tune:  Built for 93 octane fuel.  For this tune, we add a little extra ignition timing that the 93 octane can support which will net another 2-3 RWHP over the Level 1 tune.
    • Level 3 Tune:  Built for 95 octane fuel (95 at the pump, or 91/93 with additive)  **COMING SOON**
    • Level 4 Tune:  Built for 98-100 octane fuel (Fuel additive in pump gas, or 98-100 octane race fuel)  **COMING SOON**
    • Level 5 Tune:  Built for 105-110 octane race fuel  **COMING SOON**
  • Why AA tunes over others?  We have been tuning UTV's with CVT clutches for a long time, longer than almost anyone in our field going back to the 800 RZR.  Tuning a CVT vehicle properly is not an easy task as you have so many variables at one time.  We spend the time to wheel dyno (with actual UTV tires) correctly per modification, and have advanced ECU calibration and clutching knowledge to do so. Every change in horsepower can result in us changing clutching several times. We also develop most of our supporting mods so we know everything works correctly, and build parts to fit the vehicles needs.  Lastly and honestly the most important; we then back up our results with real world data logging on local trails and our facility on 110 acres.  It's this combination that truly makes the difference and why AA normally has a faster vehicle with the same or less rated tune horsepower.
• Stage 1 Clutch Kit Info:
  • Adds +3 to 5 PSI of boost pressure (roughly 20-30 HP) at low elevation on stock tires due to increasing the peak RPM.  You'll see even bigger boost/power gains to be seen when running larger tires, paddles, and/or riding at elevation.    
  • S1 kits include our AA Recoil magnetic adjustable bushing style clutch weights, AA red primary spring & setup guideline.
  • Our S1 Clutch Kit packs a huge punch!  No matter the terrain, they hit hard and just keep pulling for days.  On the rocks, trails, dunes or at the race you'll notice wicked acceleration and instant clutch response when getting back into the throttle after hammering that corner.  In the dunes you'll see the same benefits, but also have much less bogging when climbing that big dune.  The machine will hold RPM so you can get where you need to go, and get there faster!  Going mudding?  Our mud setup will help turn those tires through the thick and deep with much better RPM and wheel speed that's key to climbing out of that hole. Are you a rock crawler?  Our smooth engagement and precise feel down low will give you the confidence to tackle any obstacle.  We have a huge amount of CVT knowledge with these Kawasaki's (since the 2020 KRX), a great passion for the sport, and spent many hours testing different setups in the real world.  We know you'll be extremely pleased with the performance gain from our clutch kits! 
  • The Teryx H2 is a very potent machine at 250 horsepower.  That horsepower is rated at 9000 RPM, which the stock vehicle does not hit until nearly max speed.  With a supercharger, you have a direct link between boost and engine RPM.  This means the faster you spin it and the quicker you can get to peak RPM, the more boost/power you will make.  The OEM setup runs around 8200 RPM at 55-60 MPH, then slowly builds out to 8700 around 75-80 MPH and creeps out from there.   With our S1 clutch kit, you will notice it builds RPM much quicker, and hits roughly 8800-9200 RPM at 55-60 MPH.  This results in drastically faster vehicle response and acceleration as we are adding boost (via RPM) without even tuning.
  • We spent many hours on our weight ramp profile when testing with other Kawasaki models that use nearly the same clutch, which transferred right over to the Teryx H2.  
  • OEM clutching is sub par, and especially the weights.  With only 30 miles on our vehicle (when we first tore it down), we noticed a ton of wear on the clutch weights.  This is due to the soft material the factory uses. The OEM weights have a ramp on the end which is known to cause issues with wearing the tips of the weight.    Our weights will provide much greater durability and longevity.  Based on what we've seen so far, it's best to remove the OEM weights and install ours as soon as possible.
  • Our setup guideline will let you know how to set your weights for stock horsepower, tuned horsepower, 32-37" Tires, paddles & more.
  • Are you a cruiser/crawler that does not care as much out peak power?  We have a cruiser/crawler clutch setup within our setup sheet as well.  This gives you the most bottom end belt pinch possible, and will cruise around at a lower RPM.  This does pull peak RPM down, so power sacrifices.   
  • Fully adjustable magnetic weights are easy to use and adjust
  • By design, our clutch weights have more tip weight mass with a more aggressive profile, so they grip the belt harder and accelerate faster... yet still crawl even better than OEM.
  • A must-have item for any Teryx H2!  Especially needed when changing to larger tires, tuning your machine, or running paddles
  • Cooler running belt temps from a more efficient power transfer which results in longer belt and clutch life
  • Huge acceleration gains and better power transfer to the rear wheels!  
    • See product images for dyno and acceleration results.  For acceleration runs, we went from 6.02 seconds to 5.46 seconds in a 0-60 run.  All runs were done in groups of 3 or more and used the average/repeatable run.  All runs were done on pavement in 4wd for consistency.  
    • On the dyno, stock runs were done at 8200-8300 RPM which is where they run from the factory until top speed where RPM climbs out.
  • Smoother than stock clutch engagement
  • Our Recoil clutch weights are easily adjustable with simple magnets.  They have a custom AA profile, the BEST coating on the market (nitrocarburizing) which has increased wear resistance, improved fatigue strength, and added surface lubricity. These clutch weights also offer great performance, and the ability to tune for many different applications or modification in the future, without the need to buy extra parts.  The magnetic weights are the best option to properly place the mass where we need it on the weight for best performance for your application.
  • We found the stock secondary clutch to work very well, this kit is just for the primary clutch. 
  • Make sure you check peak RPM @ 55-60 MPH, it should be 8800-9200 RPM for peak performance.  See here on how to test:  https://aftermarketassassins.com/tech-blog/f/clutch-testingverification#
  • Overdrive Revolver Cover Option:  This will allow for higher top speeds, bringing back top speed lost due to higher shift out RPM(for boost/power), strengthens the clutch, and helps clutch reliability.
  • You will need belt removal bolts (M10-1.25 x 50mm) which we have as an optional item
  • See our clutch kit installation video HERE
• **Current exhausts are a slightly less refined version**  We are using a muffler body we designed and have for the Pro R models which works extremely well.   You will notice a capped center exit port on this exhaust which actually works well as a reverb chamber.  This is out of view when installed.   Our later version exhaust coming late winter 2026 will not have this center port.  Since exhaust made such a big performance difference, we wanted to offer what we currently have as it's a minimal cosmetic difference compared to what we'll offer down the road.
• Huge power gains and excellent sound that is adjustable.
• No bends!  This high performance slip-on gets straight to the point.  The muffler is directed straight from the header into our baffled muffler which gives the best flow and best power as we tested several different designs and cat delete pipes.  This design is simple and extremely effective.
• Adjustable sound:  Choose our Stealth Cap design or Electronic Cutout.  With the exhaust fully open, the sound is mean and somewhat louder.  Close the electronic valve or install the Stealth Cap, and listen to the sound level drop, yet still have an extremely good tone.   We tested back to back several times to see if capping one outlet changes power at 9200 RPM, and no change was shown, though you will see a little more power fade with one outlet capped when running wide open for long periods of time.   Even without it capped, you will see HUGE gains vs the restrictive OEM exhaust.
  • Electronic Cutout + Spark Arrestor:   This requires wiring our switch to open/close the passenger side outlet on demand.  This also includes our spark arrestor for the drivers side outlet, making you forestry legal with the cutout closed.   This is our preferred option!
  • Stealth Cap + Spark Arrestor:   This is a manual style cutout as our stealth cap blocks the passenger side outlet, and the spark arrestor installs in your drivers side outlet.  You can remove the cap easily by removing the rear plastic and going wide open at any time.  Keep in mind this option would only be forestry legal when running the cap + spark arrestor, but you can purchase a 2nd spark arrestor if need be.
  • Dual Spark Arrestors:  This option is going to be louder all the time, but would be forestry legal.  We highly suggest a stealth core or e-cut option.
  • Wide Open:  Loudest option, highest flow.... we'd really not suggest this for most as the sound does get old after time, but hey, it's your call!
• Internally baffled muffler has no packing with nothing to wear out
• 22lbs lighter than stock!
• Made at the AA Facility in the USA 
• Polished stainless steel exhaust that looks great and will bronze after running

Fitment: Fits all 2026 Kawasaki Teryx H2 Supercharged 250HP models

Kit Part Number:  113-1046-2