Speaking of 4x4 work, the new Grizzly also had its chassis overhauled. Underneath the new exterior is a dizzying myriad of changes done to refine handling, ease serviceability, centralize mass and give the vehicle a lower center of gravity. First off, the airbox was moved from under the seat to the top of the engine, giving easier access and service for the rider; plus, the higher intake location means deep-water crossings are not as threatening. Into this void under the seat went the fuel tank as part of the effort to centralize mass and lower the CG. The new fuel tank cap is accessible under a lid in front of the seat.
Suspending this beast is an adjustable, fully independent wishbone front and independent rear suspension (IRS), with 7.1 inches of travel up front and 9.5 inches in the rear. To get a healthy 11.8 inches of ground clearance while keeping the CG low and without sacrificing travel, the front and rear A-arm shapes were redesigned to have a slightly rounded shape and the shocks were mounted to the bottom A-arms.
As if all this wasn't enough, Yamaha beefed up the stopping abilities of the Grizz with four-wheel hydraulic disc brakes. The brake calipers are coupled to each wheel along with new front and rear brake master cylinders mounted on the handlebar for optimum braking feel and power. All of this power and braking talent is useless without good rubber, so Yamaha equipped its Grizzly 700 with all-new Dunlop tires featuring a new, exclusive Yamaha tread pattern for improved traction and rider comfort.
And on the subject of comfort and durability, we wrap up the new Grizzly features. Its redesigned seat is 32mm thicker, and there are larger floorboards that are designed to offer even more protections from the elements, allowing for better drainage of mud and water.
If your head isn't spinning with all the updates, you have no doubt surmised about the only thing in common with last year's Grizzly is the seven letters of the name. Best of all, it performed better than Yamaha PR man Steve Nessle declared, and we easily pounded out some 80 miles on our one-day interlude shooting photos and exploring the awesome Paws Up (800/473-0601; www.pawsup.com) resort and neighboring forests.
Our unofficial high-speed tests on any stretch of long fire road yielded top speeds of about 63-65 mph, so she'll move, but only in a wait-a-minute utilitarian manner. Not a problem as the engine and transmission deliver the goods in the tighter terrain with the ideal amount of urgency, lifting the front end or blasting out of corners as desired. The suspension handed the rocks, logs and stumps that littered the trails and, coupled with the stabilizing EPS, simply stunned us with the high comfort level of the Grizzly. Equally shocking was that in spite of nailing so many sharp stumps and rocks, we never flatted a single tire-testimony for the toughness of the stock Dunlop meats.
The EPS made the steering so easy that we began noticing other behaviors, like the machine meandering while the handlebar stayed motionless-an odd sensation to get used to. About the only snivel I was able to muster after a day on the Grizzly was it still has retained a bit of the its tall feel and thus acts like it wants to tip in fast, sharp corners. The other complaints we had about the '06 machine are gone-the engine has snap, it stops on a dime and shifting is no longer a pain. The rest of the platform is icing on the cake. The bottom line is anyone seeking a 4x4 for work and the occasional foray down the trail will be pleased with the abilities of this bear-it has the muscle and skill to defend its habitat on the utility market.
Super easy to rideSmooth, predictable power deliveryEPS makes turning effortless
Still a bit tippy in high-speed cornering
You can ride all day comfortably