The power and handling of both the Trans and
the 610 XC are fairly similar. Although these
machines do not have the suspension that the
Kawasaki Teryx has or the ground clearance,
you can get from point “A” to point
“B” very comfortably. The Trans
4x4 features front independent Macpherson strut
suspension with a wheel travel of 3.9 inches
and Semi-independent, De Dion Axle with leaf
springs and shocks in the rear with a wheel
travel of 2.8 inches.
 |
| The
Mule 4010's Diesel Engine cranks out a
wopping 38.3 lb-ft of Torque at 2,800
rpms & also gets great fuel economy
to boot! |
Kawasaki makes both a diesel powered and gas powered
version of the 4010 Trans 4x4. The 4010 Trans
4x4 diesel features a four-stoke, liquid-cooled,
three-cylinder overhead valve diesel engine that
has a displacement of 953cc. On the other hand,
the 4010 Trans 4x4 is fueled by a four-stoke,
liquid-cooled, overhead V-twin engine with 617cc.
Although the Diesel model does weigh in at about
30lbs heavier, and is more expensive than the
gas powered model (4010 Trans 4x4 MSRP of $10,699
v.s. 4010 Trans 4x4 Diesel MSRP of $10,999), there
are a couple advantages of having the diesel motor
verse the gas engine.
First and most conveniently,
if you plan on using the Mule primarily where
diesel fuel is already available such as commercial
job sites and farms you won’t have to worry
about having gasoline on hand. Secondly, the diesel
engine produces incredible torque: 38.3 lb-ft
@ 2,800 rpm that is paired with exceptional fuel
economy that will keep you on the go.
 |
| The
Mule 610XC is equipped with large lug
tires & 4-wheel drive & with the
Diff lock engaged you're sure to get through
even the stickiest of situations |
The both Trans 4x4’s as well as the 610
4x4 XC feature automatic CVT transmissions with
High, Low, Neutral, and Reverse gears that are
easy to maintenance. They also feature Dual
Mode Differential locking. This comes in handy
when you want the Mule to get more traction
in certain conditions. The driver can easily
select the differential to be locked to increase
traction in rough conditions such as a steep
hill climb, crawling over rocks, or going through
mud.
The driver can also select the differential
to be unlocked for conditions when driving on
grass lawns or when getting a light tread surface
and decreased traction is important not to harm
the surface you’re driving upon.
| |
|
| The
Kawasaki Mule 4010 Trans 4x4 has great
rear suspension to keep those heavy loads
in the dump bed comfy while doing chores
or around the home, it also comes with
rugged Dunlop tires to geep you moving
forward in slippery situations but are
also tame enough that they wont tear up
lawns or more delicate surfaces while
on the job site |
The 610 XC has front MacPherson Strut suspension
with a wheel travel of 3.1 inches and on the
rear it features a unit swing axle, adjustable
shocks, and a wheel travel of 3.1 inches. The
braking on each model is a little different
than the Kawasaki Teryx. The Mules have no engine
braking so you have to work the brake pedal
when going down hill. This was not a major issue
after getting used to the brakes.
| |
|
| The
Kawasaki Mule 610XC on the other hand
comes with Maxxis Big Horn 2.0 tires which
feature aggressive lugs & a deep pattern
to churn through mud & over logs,
they also give the 610XC an added 2 inch
of ground clearance! |
 |
| The
Mule 4010's steering system is highlighted
by the addition of EPS - the Electronic
Power Steering system will induce less
fatigue to the rider & help out when
the going gets tough! |
Both models are extremely easy to get in and out
of unlike some side-by-sides. They each feature
spacious seating that you can easily stretch out
in. I felt comfortable enough while driving in
the Trans 4x4 that I drove down most the trails
with just one hand on the steering wheel and the
other lain over the passenger seat. I did this
effortlessly by the help of the EPS. The Trans 4x4
models feature electric power steering (EPS) that
lets you effortlessly turn the steering wheel.
There are several advantages of having EPS.
First, EPS greatly reduces the effort it takes
when turning a slower speeds thus less wear
on the driver. Secondly, EPS reduces bump steer
and kick back when encountering ruts, tree roots,
or other obstacles along the trail. You can
think of EPS as a steering dampener of sort.
Despite, the 610 XC’s lack of EPS I still
felt that the XCs steering was right on par
and I did not feel myself getting wore out while
steering.
