Two-strokes were new to the Western market (and the U.S. in particular), but company engineers were confident that problems related to conventional piston-port designs were solved. Suzuki's patented reed-valve design sealed the individual crankcase chambers, thus preventing oil bypass and reducing overlap at low rpm. The posi-force automatic lubrication system eliminated messy premixing by metering oil from a separate 3.7-quart supply proportioned to the throttle opening. Engine cooling was accomplished with an electric impeller fan that moved cooler air over the finned cylinder heads. Brute owners, though surprised, reported that the novel powerplant started easily, smoked only on initial warm-up, and never threatened to seize throughout repeated acceleration runs with wide-open throttle. The engine was vibration-free, silent at idle speed, and provided a minor exhaust note. The Brute's mileage figures of 28 mpg were unheard of for 4x4s in this time period.
With its flat torque curve and minimal horsepower, the Brute IV relied on gearing and gear selection for motivation. The platform came standard with a full-synchro four-speed manual transmission. With the addition of a transfer case, eight forward gears were now possible. A 2WD lock-out was also standard. Two floor shifters were used, with the second, shorter floor-mounted unit located directly behind the primary lever, which operated the transfer case. It provided control for the four-wheel Low range, High range, and two-wheel-drive High. The limited engine horsepower allowed the Low and High ranges to be selected while the vehicle was in motion, but the factory recommended that Low-range gears be engaged when stopped. With the Brute, all four forward gears were generally shifted during the first 40 feet. And although highway speeds were claimed to be in the 60-mph range, reality checks produced 45 mph - going downhill.
In 1970, $2,195 got the excited Brute buyer a solid and reliable two-passenger off-road utility platform, although a high emphasis had to be placed on the Brute's off-road abilities. The novel platform came equipped with a flexible front plastic grille and a functional fold-down windshield with hood-mounted rubber bumpers; only two bolts needed to be removed to fold the windshield. A 12-volt electrical system included a dynamo/generator. Inside instrument controls included a panel-mounted light switch, two-speed windshield wipers, a wiper/washer switch, a manual choke, a battery charge light, a fuel gauge, a speedometer/odometer, and the important oil indicator light. This light had two functions: pressure monitoring and oil consumption. Always lit, the light got brighter when engine oil was needed. A fullsize spare tire was located behind the left front seat. A jack was also provided. A locking glovebox and a small package tray were included. Like the fullsize Jeep CJ, pop-out rubber drain plugs were mounted in the body floor wells for drainage and interior cleaning.Six-ply snow tires were mounted on 16-inch stamped steel wheels. The short option list initially included the engine hop-up kit, a full-vinyl top with side curtains and removable vinyl doors, a single rollbar mounted behind the front buckets, and a fullsize rear seat. Sales literature of the period show aftermarket painted and slotted wheels as well.
Later versions of the Brute were available with lefthand steering and more color choices in addition to the initial yellow, light blue, and dark-green enamels. It's no secret that emission controls and lack of on-road comfort killed this vehicle in the U.S. However, all concepts have to start somewhere, and the Brute IV led the way for Suzuki to enter and later develop a greater 4x4 presence.