Published on August 15th, 2025 | by Joe
2026 Kawasaki Brute Force 750 Test Review: WITH VIDEO
2026 Kawasaki Brute Force 750 Ratings
Summary: As it stands, the 2026 Kawasaki Brute Force 750 remains a reliable, versatile sport-utility ATV that’s more fun than the spec sheet suggests—especially if durability, simplicity are your priorities.
3.8
3 Month Test
2026 Kawasaki Brute Force 750 Test Review
Since our first test of the Kawasaki Brute Force 750 in 2010—manufactured in Lincoln, Nebraska—we’ve remained impressed with its performance—particularly its powerful V-twin engine. Originally released in 2005, the Brute Force 750 still ranks as the quickest Japanese-made 4×4 sport/utility ATV. In 2008, Kawasaki added fuel injection along with updates to the seat, suspension, and styling. Power steering arrived in 2012, along with engine tuning for more low-end torque, a reinforced frame, updated shock mounts, and a new sway bar.
Our 2012 high-altitude test proved the 749cc V-twin’s performance to be thrilling. The Brute Force felt light and agile—something lacking in other V-twins then and now. However, we noted front-end dive and short suspension travel compared to competitors.
Twelve years later, Kawasaki gave the Brute Force a 2024 refresh. But were the visual and modest mechanical updates enough to reclaim a larger piece of the big-bore ATV market? We tested the 2025 model to find out.
ATV on Demand’s test of the 2026 Kawasaki Brute Force 750 was made possible by:
2024 Kawasaki Brute Force 750 Updates
The 2024 Brute Force 750 received aggressive new styling, full LED lighting, and a new handlebar-mounted light pod. A 4.3” full-color TFT display was added for better visibility in all lighting conditions.
New plastic rack covers provide a more refined look and flatter cargo surface while preserving the steel racks’ strength and improving anchor point options. These covers include 5-gallon bucket rings and Kawasaki KQR accessory mounting points. A sealed front rack storage box adds utility.
Mechanical changes were limited to more aggressive CST tires, retaining the original sizing. Were Kawasaki’s visually stunning and mechanically modest round of updates for 2024 enough to keep it competitive in 2026? We’re about to find out.
2026 Trim Packages
- Standard Brute Force 750 – No power steering or plastic rack covers. MSRP: $10,099
- Brute Force 750 EPS – Adds power steering and composite rack covers. MSRP: $11,499
- EPS Special Edition – Formerly the EPS LE, now includes custom painted plastics, matching handguards, silver-faced wheels, front brush guard, and a Warn VRX 25 winch. MSRP: $13,299
Hunters looking for camo must opt for the Special Edition, though the camo trim adds no extra cost.
Overall, Brute Force pricing remains a bit more affordable than many 850-class models from Can-Am and Polaris.
The Test
We tested the Brute Force 750 at East Fork MX near New Vienna, Ohio, with cross-country racer Isaac Hart at the controls, outfitted in gear from Fly Racing.
Engine Performance
The Brute Force is powered by a water-cooled, 749cc, SOHC, four-valve-per-cylinder V-twin engine with a 9.3:1 compression ratio. Fuel is delivered via dual 35mm throttle bodies from a 5-gallon tank. It produces 49.6 horsepower and 42.7 lb-ft of torque—numbers closer to big-bore singles like the Grizzly 700 and KingQuad 750 than the 850cc twins from Polaris and Can-Am.
However, with a curb weight of 732.1 lb, the Brute Force is significantly lighter than the 850cc class, narrowing the power-to-weight gap.
The airbox is located high between the rider’s knees and allows easy, tool-free filter access.
Power is routed through a fully automatic CVT with high, low, neutral, and reverse, selected via a gated shifter. It lacks a park setting, relying on a parking brake.
Selectable 2WD and 4WD modes include a limited-slip front differential controlled via a switch on the throttle. A variable front differential lock is operated by a clutch-style lever on the left handlebar.
Throttle response is excellent, with smooth clutch engagement and linear power delivery across a broad RPM range, pulling hard from idle through the top-end. The Brute Force launches hard, wheelies easily, and delivers aggressive acceleration. Low range is ideal for work or technical riding, offering added engine braking.
Limited-slip 4WD provided superior steering accuracy in aggressive cornering. The front diff lock works but is ergonomically awkward for extended use—we’d prefer a switch like Yamaha and Suzuki offer.
Despite that dated lever, this remains the most thrilling and responsive 4×4 ATV engine from a Japanese brand.
Chassis and Suspension
The Brute Force 750 uses a tubular steel frame with dual A-arm suspension front and rear. Suspension travel is modest at 6.9 inches front and 7.4 inches rear, with five-position preload-adjustable shocks. All but the base model include single-mode EPS.
At 46.1 inches wide, the Brute Force is narrower than most full-size 4x4s. New 25×8-12 front / 25×10-12 rear CST tires are mounted on cast aluminum wheels, contributing to a relatively low 9.0–9.6 inches ground clearance. The 35.2-inch seat height helps lower the center of gravity, while the 50.6-inch wheelbase strikes a good balance between agile handling and straight-line stability.
To reduce body roll, we increased tire pressure from 4 to 7.5 psi and adjusted preload settings. We firmed up the front shocks completely and we added one notch of preload to the rear. These changes helped reduce body roll while still allowing the rear end to squat and stabilize the back end under acceleration, assisted by the rear sway bar.
While not as plush as some, the suspension doesn’t feel harsh over smaller bumps. Bottoming resistance is surprisingly good, even when landing from several feet of air. However, in choppy terrain, rebound damping feels inadequate, resulting in some minor kicking. More travel could improve small bump compliance without hurting bottoming control, and could help settle the ride in choppy, whooped-out terrain.
For Brute Force owners, adding a set of adjustable shocks from Elka Suspension would allow you to tune the ride to be plusher or firmer and more composed, while allowing the machine to be better adapted to various cargo loads. Elka shocks are completely serviceable and rebuildable, unlike the stock shocks, so their performance can be maintained for the life of the machine. They’d be our first upgrade for the Brute Force 750. Look for us to add a set of compression- and rebound-adjustable Elka Stage 4 shocks to our Brute Force in a coming video. Shop Elka’s shock offerings for the Brute Force 750 at elkasuspension.com
Despite tuning, the Brute Force still exhibits noticeable body roll—especially in corners and off-camber sections—limiting how aggressively you can push it.
CST tires grip well on hardpack and light mud. Ground clearance was adequate for our trail test but will limit performance in deeper ruts, mud, or snow.
Steering is precise, especially in 4WD. Power slides take effort due to the machine’s traction and narrow width. Agile in tight woods, it’s stable in a straight line over smooth terrain. EPS offers balanced feedback but could use more assistance at low speeds and better absorption of bumps through the steering.
Braking Performance
Braking is handled by dual 176mm hydraulic discs with dual-piston calipers up front and a sealed, oil-bathed multi-disc rear brake. The rear system is low-maintenance but feels soft through the lever and foot pedal. Front and rear brakes are operated separately, improving rider control.
We’d prefer a standard hydraulic rear disc for a firmer feel, though we appreciate the well-placed foot pedal height.
Ergonomics and Controls
Ergonomics are pretty comfortable. Isaac found the Brute Force required a good amount of body English in corners. At 6’1”, he occasionally contacted the front fenders with his knees. The midsection is relatively narrow, and the seat is comfortable though slightly firm, aiding rider mobility.
Splash protection is excellent thanks to the wide fenders and narrow stance.
We’d like taller metal footpegs for better pivoting and clearance in mud or snow. Aside from the awkward diff-lock lever, all controls are high-quality and well-positioned.
The new all-LED lighting system offers consistent brightness and excellent visibility, with pod and main beams providing excellent trail coverage. The handlebar-mounted TFT display is clear and easy to read in all light conditions.
Utility Capability
Steel racks with composite covers on EPS and SE models offer 88 lb front / 176 lb rear capacity—less than many competitors. While the racks seem very sturdy, the Brute Force’s narrow stance and body roll can affect stability when heavily loaded.
A rear-mounted ball hitch is rated to tow 1,250 lb, but lacks a standard hitch receiver. Additional storage includes rubber mesh pockets on the front fenders and a front rack compartment.
Conclusion
The Kawasaki Brute Force 750 is a machine of contrasts. Its V-twin engine is thrilling, responsive, and the most thrilling powerplant from a Japanese manufacturer in the 4×4 ATV class. But its dated chassis, narrow width, and limited suspension travel restrict its high-speed potential.
That said, for casual to intermediate trail riding, hunting, or work, it delivers capable, dependable performance and a lot of fun.
If Kawasaki ever releases a 1000cc model, they’ve said it would require an entirely new chassis. We say: keep the Brute Force 750 engine and give it the modern chassis and suspension it deserves.
As it stands, the 2026 Kawasaki Brute Force 750 remains a reliable, versatile sport-utility ATV that’s more fun than the spec sheet suggests—especially if durability, simplicity are your priorities.
Stay tuned for our upcoming Brute Force 750 Project Test, where we’ll upgrade suspension and handling to better match the engine’s potential.
For more information on the 2026 Kawasaki Brute Force 750 and Kawasaki’s full line of ATVs, UTVs, and motorcycles, visit www.kawasaki.com.
