Yep, completely understand and agree about the advantage and importance of the oxygen sensor. Much better to determine the correct fuel/air mixture is being accomplished based on sensing exhaust gasses versus "guessing" to get it right... essentially what an air pressure sensor and temp sensor are doing.

However, the point still stands that, at least with the Grizzly EFI and what sounds like OPT's experience with Polaris EFI, there is fueling change occurring based on altitude. I am not familiar with other quads so I won't comment on something I don't have experience with.

Is it perfect? Most likely not and it probably could be improved upon with added cost or most likely, added regulations that force cleaner combustion output. Ask VW how skirting the rules worked out for them.

Clean air regulations and EFI... That's really what all of this is about... isn't it?

 

im sure the eps units aren't serviceable and need to be replaced if something goes wrong.. i'll stick to a little harder steering and a little kick through the bars at times. they are making these things into small jeeps!

 

newer kingquads have catalytic converters

 

Yeah I was reading about the 500 and 750. Seems they incorporated it into the inner lining of the muffler,but are still using pressure sensors.Dirt Cheap Kawasaki & Suzuki OEM Parts & Accessories – Cycle Parts Outlet

"THE NEW KINGQUAD 750 AXi PS

Both the KingQuad 750 and 500 received major performance upgrades for the 2014-15 model years. The engine mods were partially due to increased emissions standards, but also aimed at improving overall power and fuel economy. The KingQuads got a new twin-sparkplug head that improves combustion, cold starts and plug life. The intake and exhaust cam profiles were changed for improved power feel and a new multi-hole fuel injector would do more of the same. The inner muffler was also redesigned with a catalyst converter."

 

I know there is a definite difference between the Grizzly 660 and the efi Grizzly 700. Obviously there is a displacement increase but its only 26cc(660 to 686) and that accounts for some of the extra response. I think it accounts for about 10% more power, which I suppose is significant since the weight was unchanged except for the new 2016 models which gained about 40 lbs along with another modest increase in displacement to 708cc. But yes even with the older carb 660 the throttle response is still quite good and more than adequate for most people.

 

it isn't just displacement that changed over the years, when it went to a 686cc it also went to a 4 valve head vs the old 5 valve which probably added low end response. plus we don't know the details on porting and state of tune. the 708cc engine is totally new to the grizzly and I doubt it shares anything with the previous 2 engines

 

The new 708cc would probably be a noticeable increase over the 660 as well but I'm not sure if someone already had a 686cc Grizzly if it would be worth getting. The 2016 Grizzly put on a few lbs and the very modest increase in power from 46 to 48 hp is basically a wash with the increased weight. Yamaha also having the Kodiak with the same 708cc engine in the lineup doesn't really make sense either. The Kodiak is fine, its the Grizzly that needs to up its game to stay competitive in the big bore segment. I'd like to assume the 2 machines both having the same engine is temporary while Yamaha develops a more powerful twin cylinder for the Grizzly. I did correctly predict the Wolverine r-spec 708cc engine making its way into the 2016 Grizzly. I hope I am also correct in predicting a v-twin of noticeably bigger displacement for 2017. The 708cc engine is still fine for the base model but a v-twin of 800cc or bigger would be nice premium engine choice.

 

don't get all tlc on me with this peak hp stuff lol. peak hp doesn't matter much in real world riding, what about the low end and mid range? that's where it matters most. but I do agree that having two 4x4s so close in spec and displacement is a little curious indeed. what I think they need is a couple smaller 4x4s like they recently had, like maybe a 500-550 for around $6000 for example would be nice, but Im not sure they will. they are obviously using this engine in a lot of applications to save money, but if they made a 500 class 4x4 like I said for around 6k they'd have a home run I believe. as far as a bigger grizzly, im not so sold on big twin cylinder engines. they suck gas, produce a lot more heat and are a little more maintenance and plus unless you ride a lot of deep mud or snow, you hardly ever get to use that power anyway, but are sucking more gas in the process. if they come out with one though im sure they'll do it right, but you'd think they would have done it by now

 

The Kodiak 700 can be had for 6K, that's what I have seen them advertised for. I think I would actually prefer it over the Grizzly for the fact that it is a bit quieter and operates at a lower rpm. Quieter and better fuel economy are 2 good virtues of a quad in my opinion. My 660 is a bit loud at times and a quieter machine that engages at lower rpms and has lower rpms at crusing speed would be welcome along with better fuel economy . I think they market the Kodiak all wrong. They make the Kodiak sound like it is gutless and boring to ride. That is really not the case. It should be marketed as a capable trail machine as well and they never mention that in any advertising. Brian Fisher of Fisher's Atv World tested a Kodiak 700 and was very impressed with the performance of the machine. If you can impress a guy like that, then the average customer will be impressed as well. I think there is room for a 700 class Grizzly and a big v-twin version. People that demand high performance will pay extra for the v-twin version and also for the extra maintence that comes with it. Most will still buy the 700 because of the lower cost and great low end power that comes with a big single cylinder. My 660 for example tops out at just over 60 mph but I seldom even see 40 mph where I ride. I like the torque the big single puts out and quick acceleration that comes with it when you stab the throttle.

 

I can get one for $5500 but that isn't my point, I was just talking retail price to retail price. so if they came out with a 500/550 for a retail price of $5000, then maybe you could get one for $4000 for example. I think if Yamaha comes out with a big twin it wont be a v twin, it'll probably be an inline. I could be wrong. and yes they make the Kodiak sound like its built for work and the occasional trail ride... case in point: they need more models. two 700s aren't going to cut it