OK, 633... that sounds like it's right out of DGR's literature... do we really know what "mid to upper rpm range" is ??? LOL...

 

newbeatle, it was from a FAQ sheet somebody posted on kawiriders I think? If a 4 degree key is added for the 32, then the range of 32 should be 4000 to 6500 based on the graph from Dyna. Does this sound right?

Alltoys, what is your opinion of the engine differences between the Brute Force and P700's?

 

Prairie633, to tell you the truth a module is still a module the packaging is what sells. Coupled with a key it is a close improvement over cdi but a cdi will have no limits after 6500. By the time a person adds the expense of a key to a module plus the tools and time the moneys are the same when compared to a cdi. The only difference is the new cdi will out perform the module and key after 6500 rpm. The next question is how many people want to play with their machine after 6500. ME....ME.......ME...........ME!!!!! It is interesting to have the pull of torque up to 6500 then a limiting wall extends in front of the quad slowing down what can be exhilarating fun.

As for the Brute Force 750cc IRS. I think Kawi has fallen short with no EFI on this machine. I do believe Kawi is trying to offset the EFI from Suzy, is 50 large enough to overcome the EFI single from Suzy. I don't think so, I also believe Suzy and Kawi have beenworking together on this IRS system since the start. I will go a little further to say that Suzy has purchased Kawy lock stock and barrel. At first I thought it was the other way around but from talking with higher ups I am convinced that Suzuki holds the strings and Kawy says yes sir no sir. If you look at the black book a Suzuki Vinson has more value than a Kawi P700 go figure. There are other little subtleties that have convinced me to the possibilities of Suzy being the major key in the bank. I can tell you for sure if Kawi had stuck with the 700 installed EFI the performance would have been phenomenal. I had EFI on my P700 and the difference was staggering. Absolutely no comparison to stock!! If anyone has ridden a Polaris 700 with and without EFI know what I am talking about. The EFI is a major stand out. I also understand the Suzy IRS is of the same dimensions as the Kawi 750 the only difference is the powerplant. The only thing that is going to hurt Suzy is the stupid Sprague Clutch system. Soon as a person installs larger mudding rubber the performance drops by 30% The Grizz has the Sprague clutch system and is a perfect indication of the way the Suzy will go. You can get 15% of the performance back with weights and such but that is it the Sprague system is very limited!!!! Suzy fell short with the clutch but to stay with basic original tires it will haul A$$ the EFI 700 motor will be very hard to beat.

I have been waiting for an IRS machine for some time I want something that can take the abuse of modding plus something the kids can run ( bigger kids...lol ). The Pol 700 EFI surely won my heart but I want to see the rest after they come out. EFI I have found is easier to adapt than the carb and cdi problem. basically the verdict is out on the IRS quads up here at least the Brute will not be here until September as with the Suzy 700. You guys and gals are lucky to have them in the dealers right now I would love to give the Brute a run to see how it works. These are my opinions I just like to look outside the box a little insight will always bring controversy.

 

I would go after the KQ700 over the BF after seeing the BF yesterday and today. Of course I havent seen the KQ but on paper it looks hard to beat. I dont plan on running anything larger than stock tires either. 10" of GC is plenty for me. I also liked the clutch setup Yamaha has that the KQ will have. It has better hold back on step downhills than the KEBC does plus its practicly maintenance free and also doesnt need the actuator. In over 3 years I never "had" to touch the belt on my old 2000 Kodiak. With the Kawi design you have a much more tunable and easier system to tune. But, the trade off is more belt maintenance. That doesnt bother me though and I accepted that before I bought my P650.

Had to toss that in about the differences in the CVTs. Sorry for getting so far off topic.

 

Sounds like you need to fine tune your jetting since you added the Dyna.....What did Scott tell you, and how is it doing now?

 

K, O, D,....On paper the KQ sounds better I was wondering if there was anything said about a locking front end? A sprague clutch might be one of those things that a person will have to live with after all Yammy owners have adapted. You are right this is off topic although the KQ is going to the one to beat IMO.

 

The KQ does have a locking front.

Alltoys, what is your opinion on the durability outlook of the EFI on the KQ?

 

Got my replacement today. Ran it for about 15 minutes, started and stopped it 15 or 20 times and all seems okay. It definately pulls strong, but I only wound it up to about 55. It wheelies in high gear too, which kinda shocked me, cause it's always had a problem getting up in high. But it stood right on end when I punched it. After this brief testing, I'm really liking it. Lets hope the smile on my face stays for awhile!

 

THANKS STAKK

I PUT MY OE CDI BACK ON AND INSTALLED MY DAIL-A-JET.
RAN LIKE CRAP.
CHECKED MY PLUGS AND IT WAS RICH.
TALKED TO LON AT DAIL-A-JET AND HE SAID TO DROP JET SIZES
I DID THREE TIMES.
LAST TIME I WAS AT 135 AND 130.
IT STILL RAN RICH SO I DICONNECTED THE DIAL-A-JET AND WENT UP TO THE NEXT SIZES OVER STOCK ON JETS.(142 & 140)
IT RAN GREAT.
THEN I INSTALLED THE DYNA CDI.
I RACED MY NEIGHBER (HE HAS A P700 ALSO) AND BEAT HIM.
THEN WE SWITCHED 4 WHEELERS AND RACED AND WE TIED.
HE WEIGHS ABOUT 50 LBS MORE THAN ME.
WHEN THEY WERE BOTH STOCK, I WOULD BEAT HIM ON EITHER ONE.