+ Plush, controlled suspension
+ Powerful, controllable powerplant
- Heavy
- Pricey
= If you have the means, we recommend it.
The 800 is all about the goodies. With beefy alloy wheels (that we ran into lots of rock to little effect), massive storage compartments and a cool dual exhaust that begs for "aftermarket enhancement," it has the goodies.
Polaris Sportsman 800 Twin EFI
Retail price: $8599
Engine
Type: Four-stroke twin
Displacement: 760cc
Cooling: Liquid-cooled
Carburetion: Port injection, 40mm throttle body
Lubrication: Wet sump
Starting: Electric
Drivetrain
Drive system: Shaft, 2x4/4x4
Transmission: Automatic PVT with high/low range, reverse, engine-braking
Suspension (Type/Travel)
Front: MacPherson strut/8.2 in.
Rear: Dual A-arms, independent with sway bar/9.5 in.
Tires
Front: 26x8-12; rear: 26x11-12
Brakes
Front: Hydraulic disc; rear: hydraulic disc
Dimensions
Wheelbase: 50.75 in.
Claimed dry weight: 765 lb
Ground clearance: 11.25 in.
Length/width/height: 81.0/46.0/47.0 in.
Seat height: 34.0 in.
Fuel capacity: 4.75 gal.
Electrical
Taillight: Yes
Headlight: 50-watt high beam and two 37-watt low beam
Instrumentation: Fuel gauge, speedometer, odometer, hourmeter, tripmeter; high beam, neutral/reverse, high-temperature indicators
Colors: Black/red, black/silver
Opinions
Billy Bartels-Editor
This test is like the Island of Misfit Toys from 1964's "Rudolph the Red-Nosed Reindeer" television movie. Every quad has something that's just not right. The Rincon was my pick for two years running, despite its power deficit. Well, this year, power (or the lack thereof) finally caught up to it. Although it's in a virtual tie for first with Suzuki's KingQuad and Polaris' Sportsman, a not-so-attractive price drops it to third.
Polaris' 800 is my choice for the best 4x4 made. Good power, stability and balance make for a very satisfying ride. And you can't touch its storage potential. However, it does tote around a whole lot of weight and costs $900 more than its closest competitor (and $1400 more than the Suzuki). That's just too much. Even with the infantile state of the 4x4 aftermarket, you can make some huge improvements for that kind of money.
That leaves Suzuki's KingQuad as my winner, if not the winner of the test. It has not quite the handling of the Honda, nor the power of either the Sportsman or the Brute Force; but at a price that rivals some 500s, it leaves you with plenty of cash to see what you can do about those deficiencies.
Todd Canavan-Technical Editor
Kawasaki's Brute Force 750 is true to its moniker-an unrefined brute. The motor is outstanding, but it's too bad that it seems the Kawi engineers took the day off after their first dyno run. The front end and chassis don't seem to be up to the task of supporting the monster during anything other than fire-road riding. I realize Kawi was trying to keep the Brute under 605 pounds, but I think putting more thought into its packaging might have helped redistribute the weight and provide the necessary strength; remember, this quad can do almost 70 mph! I've now had two very serious component failures during my two outings on a Brute Force. Frankly, this quad is starting to scare me, and that's partly why it's living in the cellar.
I never really developed an affinity for Yamaha's Grizzly 660. Although the motor performed well, there are several areas of the Grizz begging to be updated. The tall bar conspired with the seat and pegs to make up awkward ergonomics that felt too upright when sitting and hunched over when standing. With a tall stance and high cg, the Yamaha is better suited to lower-speed adventuring and rock crawling. Spongy brakes, too soft shocks and a tendency to tuck the outside front wheel and lift the rear under braking made the Yamaha one of the last chosen when higher-speed trail riding was on the day's plan despite its otherwise good handling manners (when not on the brakes).