Kawasaki Brute Force has long been a source of
whispered reverence when it comes to ATV riders
shootin’ the breeze. Often the comments begin with
"You should have seen this thing" or "Did you hear about" or "Holy
(fill in the blank) that thing is (fill in the blank)". The problem with
this is; often when us quad-heads get together and talk, it turns in to
our rides; or ones we wish we had, we often sound like a bunch of
gossipy old hens and things can get blown out of proportion.
At least with the Brute, these conversations are often rooted in hard
fact. The Brute is a Force to be reckoned with... Period.
To set the scene, Kawasaki introduced the Brute Force just as ATV enthusiasts were shifting their priority from work to play, which
meant all of a sudden performance became a big part of their buying decisions.With the Brute being perfectly poised to capitalize on this shift in the market, it immediately became a legend.
Fast forward a few years and this muscle-quad segment has become serious business for the OEMs. They’re in a constant battle to be the baddest out there and to soak up the marketing sizzle that comes with the moniker. As this battle of one-up-man-ship rages, the bar is constantly set higher and the real winner here is the performance ATV enthusiast. In other words... you and me.
Kawasaki has responded to these changes with the reintroduction of their Brute Force, which has kept them competitive with newer muscle-class machines out there.You may have just noticed I used the word "competitive" which the Brute is.What it is not is the fastest, or the best handling, or even the best looking; however, no other quad can claim each of these titles for itself either. In my opinion, an ATV that can simply lay claim to being the fastest or the best looking is probably leaving something on the table and is only going to be the best at this one thing. Kawasaki has managed to package a "competitive" muscle class ATV that is as well-rounded a machine as you could want.
The Brute still has all the utility sought after by the vast majority of riders in this segment. With large racks front and back, low range, a hitch capable of towing 1250 pounds, and automatic Power-Drive CVT transmission with engine brake control, you’ll be able to do all the jobs you ever wanted to do!
To elaborate on the utility of the Brute, it’s one of the best at combining both work and play values into one unit. Few other ATV’s out there do it better than this Kawasaki. Perhaps this is one reason that’ll keep the Brute Force from laying claim to a title such as "worlds fastest ATV". This is just fine with me and who I think will be interested in a quad like this one. For work, you probably won’t need all the power the 90 degree V-Twin delivers, but you will appreciate the low end torque of the engine and the smooth CVT transmission. On the other hand, you won’t need the 1250 pound tow rating when you’re on the trail. It’s all about balance! The controls and seating position all seems to fit nicely together and are within easy reach of the rider. The only thing I disliked, was the rather odd location of the ignition switch on the right hand side of the cowl. Personally I’d like to see it in a more central location up on the gage pod. Kawasaki also lowered the seat height and engineered in some suspension sag, all leading the rider to feel much more "in" than "on" the ATV. This adds up to a very comfortable place to be, work or play. Instrumentation is also very complete with a 7 function automotive style digital display mounted on the handlebars.
Another great feature is the storage on the ATV with the sealed weatherproof box on the left side fender, plus the small cubby withrubberized mesh net on the right hand side. These are nice details, and have come in handy as places to stash a water bottle or a cell phone and GPS in the box. However the storage container is not waterproof, and if you’re in liquid up to the family jewels, don’t plan on your $500 dollar iPhone surviving.
The 4x4 system on the Brute has both things we like and don’t like. First, 4wd is electrically engaged with the push of a button on the right hand side switch pod on the handlebars, but the ground speed of the vehicle needs to be down to a crawl before the system will allow the front tires to be connected. Other electronically activated systems don’t limit the speed of activation so why does this one< I know the reason for it is to prevent damage to the drivetrain if 4x4 is called for when the wheel speeds front and back are not equal causing the system to grind or even break gears. Fine, but having to slow down so much is a pain. I believe there should be some responsibility placed on the rider to do things right.
The other thing I both liked and disliked is the variable front diff lock, that uses a lever on the left-side handlebar to engage. I like it, especially for those times you just need to feather the lock to help pull you through a tough situation. I don’t like the fact that you can’t lock it in mechanically.You have to hold the lever to keep the true 4x4 working. Some sort of mechanical lock similar to the function parking brake would be perfect!
Turing attention now to the powerplant stuffed between the frame rails. For 2008 Kawasaki improved the Brute with a 749cc 90 degree V-twin and 32-bit fuel injection system, feeding the beast through dual 36mm throttle bodies. The EFI makes for easy starting without the need to constantly fiddle with the choke circuit until operating temperature is achieved.You also get precise tuning no matter what temperature or altitude you find yourself riding at, and throttle tip-in is very smooth thanks in part to the EFI and light throttle feel.
I suppose the EFI should also improve fuel economy; but so far, any riding our crew has done has not yet yielded numbers to write home about. However I think this is more of a problem with throttle-thumb than a thirsty machine. The V-twin Brute Force sounds so good and the throttle so easy blip it’s hard to ride without constant shots to the gas. Not the most efficient way to ride, but who cares< This is supposed to be fun!
While the Brute might not be the fastest machine out there, top speeds feel pretty deep, and unless you’re on a superhighway-type trail you’d be hard pressed to top it out. The power of the machine is most fun between the corners, providing the rider with great g-force sensations. There’s also plenty of power to get the front end light, or even pull the odd power wheelie out of a turn. Everyone we spoke with cited the engine as the single biggest thing they like about the Brute Force 750 4x4i!
In keeping with the impressive go-power of the 750, the stopping-power is equally impressive. Kawasaki like other Japanese brands has chosen to split the brake systems front and back. A left side handlebar and right side foot brakes control the rear, while the right side handle bar lever controls the fronts. I can’t decide what system is better combined or split, as each are easy to get used to and it basically comes down to whatever you prefer. Here’s a hint though, if you don’t like the spilt system, ride in 4x4!
Stopping power is also improved by huge 200mm discs squeezed by twin piston calipers up front and a unique sealed oil-bathed multi disk brake housed inside the rear end for the back. Overall I really liked this system. I’ve heard reports that the sealed brake tended to release slowly after a brake application, however I didn’t find this to be the case. In fact I found it quite easy to modulate. Plus the sealed brake isn’t affected by dirt, water, snow, and ice that can quickly reduce the effectiveness of a naked rotor.
The ride of the Brute is also very Japanese feeling. And this isn’t a bad thing. Physically the 750i isn’t as big as some of the domestic brands and this is reflected in a dry weight of 653 pounds. On the ATV there’s plenty of room to move about and the fenders allow good sightlines down to the terrain without being cut back so far as to cover the rider with flying terrain. Thesuspension is also soft enough to provide a plush ride through most conditions. We just wish there’d be a high end version allowing additional tuning to the shocks over the simple 5-way preload adjusters.
Keeping things gathered up in fast corners is a rear stabilizer bar. This is a bit of a handicap when it comes to articulation but this is a good tradeoff to keep the rear independent suspension flat while hangin’ it out. The addition of the rear stabilizer also does a good job of keeping both front wheels on the ground in all but the most aggressive corners. Throttle is you friend when it comes to the Brute, and it definitely handles better when on the gas! Neutral throttle applications or under braking and the Brute can be a bit unruly on corner entry.
The suspension is also typical with dual Aarms front and rear traveling through 6.7 and 7.9 inches respectively. Not huge numbers, but good for keeping the center of gravity as low as possible. Ground clearance numbers are also a bit on the short-side at 9.7 inches. Tire choice is also fairly mild with Dunlop AT 25x8-12 front and AT 25x10-12 rears which have a bit of a hard time coping with the torque numbers of the 750. A nice touch to the rolling stock is the polished aluminum wheels that feature a stamped center pressed and welded into a rolled rim.
Kawasaki has responded to these changes with the reintroduction of their Brute Force, which has kept them competitive with newer muscle-class machines out there.You may have just noticed I used the word "competitive" which the Brute is.What it is not is the fastest, or the best handling, or even the best looking; however, no other quad can claim each of these titles for itself either. In my opinion, an ATV that can simply lay claim to being the fastest or the best looking is probably leaving something on the table and is only going to be the best at this one thing. Kawasaki has managed to package a "competitive" muscle class ATV that is as well-rounded a machine as you could want.
The Brute still has all the utility sought after by the vast majority of riders in this segment. With large racks front and back, low range, a hitch capable of towing 1250 pounds, and automatic Power-Drive CVT transmission with engine brake control, you’ll be able to do all the jobs you ever wanted to do!
To elaborate on the utility of the Brute, it’s one of the best at combining both work and play values into one unit. Few other ATV’s out there do it better than this Kawasaki. Perhaps this is one reason that’ll keep the Brute Force from laying claim to a title such as "worlds fastest ATV". This is just fine with me and who I think will be interested in a quad like this one. For work, you probably won’t need all the power the 90 degree V-Twin delivers, but you will appreciate the low end torque of the engine and the smooth CVT transmission. On the other hand, you won’t need the 1250 pound tow rating when you’re on the trail. It’s all about balance! The controls and seating position all seems to fit nicely together and are within easy reach of the rider. The only thing I disliked, was the rather odd location of the ignition switch on the right hand side of the cowl. Personally I’d like to see it in a more central location up on the gage pod. Kawasaki also lowered the seat height and engineered in some suspension sag, all leading the rider to feel much more "in" than "on" the ATV. This adds up to a very comfortable place to be, work or play. Instrumentation is also very complete with a 7 function automotive style digital display mounted on the handlebars.
Another great feature is the storage on the ATV with the sealed weatherproof box on the left side fender, plus the small cubby withrubberized mesh net on the right hand side. These are nice details, and have come in handy as places to stash a water bottle or a cell phone and GPS in the box. However the storage container is not waterproof, and if you’re in liquid up to the family jewels, don’t plan on your $500 dollar iPhone surviving.
The 4x4 system on the Brute has both things we like and don’t like. First, 4wd is electrically engaged with the push of a button on the right hand side switch pod on the handlebars, but the ground speed of the vehicle needs to be down to a crawl before the system will allow the front tires to be connected. Other electronically activated systems don’t limit the speed of activation so why does this one< I know the reason for it is to prevent damage to the drivetrain if 4x4 is called for when the wheel speeds front and back are not equal causing the system to grind or even break gears. Fine, but having to slow down so much is a pain. I believe there should be some responsibility placed on the rider to do things right.
The other thing I both liked and disliked is the variable front diff lock, that uses a lever on the left-side handlebar to engage. I like it, especially for those times you just need to feather the lock to help pull you through a tough situation. I don’t like the fact that you can’t lock it in mechanically.You have to hold the lever to keep the true 4x4 working. Some sort of mechanical lock similar to the function parking brake would be perfect!
Turing attention now to the powerplant stuffed between the frame rails. For 2008 Kawasaki improved the Brute with a 749cc 90 degree V-twin and 32-bit fuel injection system, feeding the beast through dual 36mm throttle bodies. The EFI makes for easy starting without the need to constantly fiddle with the choke circuit until operating temperature is achieved.You also get precise tuning no matter what temperature or altitude you find yourself riding at, and throttle tip-in is very smooth thanks in part to the EFI and light throttle feel.
I suppose the EFI should also improve fuel economy; but so far, any riding our crew has done has not yet yielded numbers to write home about. However I think this is more of a problem with throttle-thumb than a thirsty machine. The V-twin Brute Force sounds so good and the throttle so easy blip it’s hard to ride without constant shots to the gas. Not the most efficient way to ride, but who cares< This is supposed to be fun!
While the Brute might not be the fastest machine out there, top speeds feel pretty deep, and unless you’re on a superhighway-type trail you’d be hard pressed to top it out. The power of the machine is most fun between the corners, providing the rider with great g-force sensations. There’s also plenty of power to get the front end light, or even pull the odd power wheelie out of a turn. Everyone we spoke with cited the engine as the single biggest thing they like about the Brute Force 750 4x4i!
In keeping with the impressive go-power of the 750, the stopping-power is equally impressive. Kawasaki like other Japanese brands has chosen to split the brake systems front and back. A left side handlebar and right side foot brakes control the rear, while the right side handle bar lever controls the fronts. I can’t decide what system is better combined or split, as each are easy to get used to and it basically comes down to whatever you prefer. Here’s a hint though, if you don’t like the spilt system, ride in 4x4!
Stopping power is also improved by huge 200mm discs squeezed by twin piston calipers up front and a unique sealed oil-bathed multi disk brake housed inside the rear end for the back. Overall I really liked this system. I’ve heard reports that the sealed brake tended to release slowly after a brake application, however I didn’t find this to be the case. In fact I found it quite easy to modulate. Plus the sealed brake isn’t affected by dirt, water, snow, and ice that can quickly reduce the effectiveness of a naked rotor.
The ride of the Brute is also very Japanese feeling. And this isn’t a bad thing. Physically the 750i isn’t as big as some of the domestic brands and this is reflected in a dry weight of 653 pounds. On the ATV there’s plenty of room to move about and the fenders allow good sightlines down to the terrain without being cut back so far as to cover the rider with flying terrain. Thesuspension is also soft enough to provide a plush ride through most conditions. We just wish there’d be a high end version allowing additional tuning to the shocks over the simple 5-way preload adjusters.
Keeping things gathered up in fast corners is a rear stabilizer bar. This is a bit of a handicap when it comes to articulation but this is a good tradeoff to keep the rear independent suspension flat while hangin’ it out. The addition of the rear stabilizer also does a good job of keeping both front wheels on the ground in all but the most aggressive corners. Throttle is you friend when it comes to the Brute, and it definitely handles better when on the gas! Neutral throttle applications or under braking and the Brute can be a bit unruly on corner entry.
The suspension is also typical with dual Aarms front and rear traveling through 6.7 and 7.9 inches respectively. Not huge numbers, but good for keeping the center of gravity as low as possible. Ground clearance numbers are also a bit on the short-side at 9.7 inches. Tire choice is also fairly mild with Dunlop AT 25x8-12 front and AT 25x10-12 rears which have a bit of a hard time coping with the torque numbers of the 750. A nice touch to the rolling stock is the polished aluminum wheels that feature a stamped center pressed and welded into a rolled rim.
