On the sorts of trails where a majority of us do most of our riding, it's just out of its league in this crowd. The suspension bounces you around, and while the unit has light steering, it also doesn't do much to change directions. In fact, the only way to ensure you make a tight corner in uneven terrain is to pull the diff-lock or risk running into a tree. Sure, the power's nice, but at a moderate pace the ponies are mostly wasted.
When the Prairie 650 became the 700, it moved from second place to the top spot in our Open-Class 4x4 test, with the extra power making the difference. This year, with the stakes going ever upward in this category and motors getting bigger, Kawasaki arrives with even more juice but dives to the bottom of the pile. Some more R&D time is needed for this Brute to take the crown.
+Powerful, tractable engine
+Best front differential lock
-Vague handling
- Fragile components
=Chassis does not live up to the standards set by its motor.
As with many big, tall machines before it, this ATV doesn't make the best trail machine. The fastest, in theory, it's a little scary on the actual application of its vast potential. However, mud bugs rejoice! This could be the quad you were waiting for: big clearance, big power, woo-ha.
Kawasaki
Brute Force 750 4x4i
Retail price: $7599; Camo, $7899
Engine
Type: V-twin, four-stroke SOHC
Displacement: 749cc
Cooling: Liquid-cooled
Carburetion: Dual Keihin CVKR 34mm
Lubrication: Wet sump
Starting: Electric
Drivetrain
Drive system: Shaft, 2x4/4x4
Transmission: Automatic CVT with high/low range, reverse, engine-braking, diff-lock
Suspension (Type/Travel)
Front: Dual A-arms/6.7 in.
Rear: Dual A-arms/7.9 in.
Tires
Front: 25x8-12; rear: 25x10-12
Brakes
Front: Dual hydraulic discs; rear: sealed multiplate disc
Dimensions
Wheelbase: 50.5 in.
Claimed dry weight: 604 lb
Ground clearance: 10.6 in.
Length/width/height: 86.3/46.3/49.2 in.
Seat height: 36.8 in.
Fuel capacity: 5.4 gal.
Electrical
Taillight: Yes
Headlight: Dual 45-watt high/low beam
Instrumentation: Fuel gauge, speedometer, odometer, hourmeter, clock, dual tripmeters; neutral/reverse, high-temperature indicators
Colors: Hunter green, Aztec red, Desert yellow, Realtree Hardwoods Green HD Camouflage
#4 YamahaGrizzly 660Automatic4x4
It seems ages ago that the Grizzly shocked the world with its emergence as the biggest, baddest 4x4, and in fact that legacy serves it well: It remains the top-selling big-bore. But those glory days are far behind this big bear (wait, that's a different Yamaha). With a full complement of machines that make the Grizz look downright puny, where exactly does the Yamaha fit in today's big-bore landscape?
Well, with manufacturers putting their money where their mouths are in the form of huge amounts of R&D in this class, the Grizzly is slowly getting left behind. It's far from a bad design, it just hasn't changed in a couple of years while others have marched on. Its torquey 660cc mill didn't feel particularly underpowered in this field. On one long, smooth hillclimb that was a good power benchmark it performed better under load than both Suzuki's peaky KingQuad and Honda's Rincon, both of which bogged a bit near the top.
The Grizzly also has a killer transmission, with the best engagement and engine-braking in the class due to Yamaha's unique, patented Ultramatic belt-drive design. Shifting the tranny is a little less stellar, as a balky gear selector sometimes refused to shift without rocking and revving the machine. Yes, we stepped on the rear brake. Ergonomics, as on most Yamahas, are compact but uncomfortable only for a few of us.
Despite its somewhat-squat stance, the Grizz has a high center of gravity and is not terribly happy on off-cambered trails; you need to fight to keep it in line.