Yamaha's groundbreaking first Grizzly back in 1998 can likely be credited with jump-starting the big-motor utility wave. Its 600cc motor seems small in comparison to the 750s and 850s of today, but at the time, it was the big daddy. In '02, the Grizz grew when Yamaha gave it the Raptor 660 engine. The added 60cc helped, and this quad has become one of the all-time best utility quads. In fact, according to Yamaha, its pride and joy dominates the ute world with about a 25 percent market share-that translates to one out of every four utility ATVs being a Grizzly. Not bad for a design that has seen little updating in four years-it is that user-friendly and all-around-capable.
Fortunately for all, the tuning-fork gang hasn't been content to rest on its laurels. Instead, the crew has been diligently toiling away to remedy the big bear of its shortcomings. However, it wasn't the cures that caught the collective media off-guard. The bomb that Yamie dropped with this beast isn't the new motor or even the redesigned and more aggressive Grizzly badge, but rather, an industry first: Electric Power Steering (EPS). No, I didn't inhale a lung full of exhaust smoke at the Montana intro. Yamaha engineers cleverly created a steering system quite unlike even what's in your truck. The EPS is basically an electric motor that rotates a worm gear back and forth, which in turn drives a toothed gear to assist the turning of the wheels. A torque-sensing system in the EPS detects the twisting force put on the handlebar and wheels and allocates just how much the electric motor provides. Essentially, the harder you turn, the more the EPS assists. The side benefit of this device, other than a light steering effort, is it also absorbs some of the kickback usually transferred to the rider when hitting trail obstacles like a log or rock-akin to a steering stabilizer. The inconspicuous system practically translates some of the gnarliest, toughest terrain into a pleasure cruise, reducing rider fatigue and boosting the fun factor.
One of the big expected changes in the '07 model is the adoption of the latest-generation 686cc Raptor powerplant since the two lines have shared engines most of their lives. As such, the new Grizzly 700 gets the Yamaha Fuel Injection (YFI) system and reduced top end clutter like the '06 Raptor 700. Besides more precise fuel delivery, better throttle response and improved fuel economy regardless of altitude or air temperature, the YFI also means no choke and easier cold starting-great for early morning chores around the farm or winter hunts.
Inside the new mill is a lightweight and durable forged piston. A new aluminum cylinder body with composite coating further sheds weight while increasing cooling ability and resistance to wear. Inside the new four-valve top end-down from the five in the 660 motor-are new roller rocker arms that reduce friction in the valve train and allow the engine to rev more freely, resulting in better overall performance and improved throttle response.
Mated to the beefier engine is Yamaha's Ultramatic automatic transmission system. For '07, revised gearing ratios are among the big modifications. The new gears were installed mainly as a way to harness the increased output more efficiently under a variety of riding situations. Reverse was also regeared for easier operation. And one of the best transmission updates was external: The shift lever was redesigned for improved shift feeling and it's no longer a guessing game to find the gear of choice. Included in the underside changes, Yamaha also aligned the drive shafts so it could drop the CV joints. This cut weight and the number of parts to break while boosting the efficiency of the drivetrain. Just because the Grizzly's engine sports a milder cam profile than the Raptor and is mated to an automatic transmission system, don't assume it's a slug. The host of revisions plus the extra 26cc translates into additional power throughout-most notably in the low- to midrange-and it bounds down the trail faster than a bear chasing a picnic basket.
The control department was also a major focus, and the LED display offers an easy-to-see dual tripmeter, a speedometer and an odometer in addition to the gear selection, fuel level indicator, On Command indicator, and EPS and fuel injection indicator lights (which let the rider know when the systems need to be serviced per the self-diagnostic system). Switching between 2WD and 4WD is done via the three-way On-Command system on the right bar featuring a 2WD/4WD push button and 4WD with differential lock-available after the 4WD button is pushed and the sliding cover is rotated out of the way.