The big-bore sport utility ATV division is packed with tough, high-power quads ready to tow anything or go anywhere. Kawasaki’s 2009 Brute Force 650 and 750 machines are right there in the mix for the utilitarian who bleeds green. We were briefly introduced to the bullish duo for a day of riding the Mines and Meadows ATV Resort in western Pennsylvania. During the jaunt, we spent most of our time on the bigger model, the 750 4x4i, but also sampled the straight-axled 650 4x4 and independently suspended 650 4x4i. The Kawasaki Brute Force 750i gets its nasty name from big V-Twin power courtesy of a 90-degree cylinder arrangement. Each piston moves through an 85 x 66mm bore and stroke of the aluminum, electrofusion-plated cylinders with an 8.8:1 compression ratio. A single overhead cam operates four valves per cylinder and the engine produces a total of 749 brutish cubic centimeters of stump-pulling displacement. We found the throttle to be very light and responsive which had us tap-tap-tapping with the right thumb all day. Kawasaki claims it’s due to light rates on the throttle return spring and smooth ball bearings in the 36mm Mikuni throttle bodies. Fuel injection dispenses the proper ratio of gas from the five-gallon tank and air from the rear-facing intake but it isn’t as simple as splashing the two together. Sensors in the 32-bit CPU keep track of air intake pressure and temperature, coolant temp, throttle position, vehicle speed and crankshaft position to determine the necessary air/fuel ratio. This feral 4-wheeler can be a gentle giant if restraining your right thumb, but it responds well to big doses of the go-juice to get its 653 claimed pounds up to speed. Starting was simple even in the morning with no need for a choke. The Brute Force can be started in any gear so long as the operator squeezes the brake lever. Fueling during operation was never an issue. We did manage to stall the motor after repeated full-throttle passes through the water holes. Emerging on the other side and chopping the throttle would kill the motor, but it always fired right up again without complaint. The 650 and 650i make use of dual 34mm Keihin carburetors rather than the more sophisticated FI of the 750i. However, we were pleased to find that the smaller model fuels predictably as well, but adjusting for altitude and other air variables will require manual jetting changes. None of the Brute Force trio makes use of power steering, and the MSRP figures reflect that, but Kawasaki might want to consider offering it for the 750i. We thought the biggest machine was pretty agile for its size, but the extra displacement definitely slows it down compared to the smaller model and it lacks against competitors in the market which do provide power steering. In our opinion, consumers who want to spring for the technological benefits of fuel injection on the 750i might also be interested in power steering as well. The Brute Force 650 is easier to maneuver in the slow stuff and feels fine without power assistance. It was for this reason that I generally preferred the smaller machine. The easier handling easily outweighed any need during our ride for the extra displacement. Riders needing extra torque for pulling loads might feel otherwise, but our trip was solely recreational and the 80 x 63mm bore/stroke (633cc) of the smaller Brute was more than adequate. A belt-driven continually variable transmission (CVT) is fully automatic using the Kawasaki Automatic Powerdrive System (KAPS). Shift timing is higher in the rpm range for less lag between shifts and better throttle response. A hand lever is located on the right side, next to the key and below the handlebars, to select high and low range, neutral or reverse. Even during our most technical climbs and deepest water crossings, we never needed low range. Of course we tested it just to make sure it works, but high range was sufficient for all our applications at Mines and Meadows. Kawasaki reps pointed out that low range is targeted for heavy pulling or continued low-speed action. The only time we used it on our play ride was to help lighten the front end on occasion. Heavy automatic quads like this are impossible to do wheelies on but the low range does improve response and can be beneficial for sporty riding. The CVT has an easily accessed drain plug which came in handy when failing to keep the front end up in deep water crossings. The tranny has a breather vent which is up near the air intake snorkel for the motor. Water in the transmission causes belt slippage but Kawasaki has taken precautions to ensure that it’s no big deal. Simply drain the water and ride easy for a couple minutes and everything is back to normal. However, wet or dry the Brute Force makes a lot of noise in the transmission. The belt whines mercilessly, easily heard inside a helmet and over tire and exhaust noise. It probably fades into white noise as it becomes more familiar, but it bothered us all day. As a safety measure, only a limited amount of power is allowed while in reverse. Sometimes it just isn’t enough when traction is scarce and the wheels are slipping, the load is extra heavy or any number of reasons during work or play. For those instances, Kawasaki has included an override button on the left hand control which stops the ignition retarding and allows the Brute Force to apply its muscle. I used this feature on several occasions when I needed to scrap my way out of a jam.