Staff Report

So far, Suzuki has kept things fairly simple and, with last season’s bump up for its biggest KingQuad, the 700 became the 750. The jump was actually only 27ccs, gained with a crankshaft stroke increase, bringing total displacement to 722ccs.

Even with this upgrade, the KQ needed more neon to get consumers’ attention. We’d be dead wrong to imply the addition of power steering was just lo-cal dressing and not Grade A beef. It has made a significant and noticeable change to the KingQuad.

But first, the engine: Whenever there’s a stroke increase, even a small one like this, it changes the engine’s power curve so that torque numbers are enhanced.

The original 695cc single had a reputation as a low-end tugboat. By adding to the torque sum, the KingQuad’s personality changed from exceptional to incredible, especially on the trails.

Now, when the throttle is tipped-in off idle, the KingQuad feels more willing and delivers more immediate power to lift the front wheels over obstacles. Although top speed is pretty much the same, this EFI engine likes its clutches more and shifts up through the tranny harder – a really nice benefit, especially in the mid-range.

With its new power steering system, Suzuki has been able to soften the reaction to off-camber hits from rocks and deep potholes. The nice thing is there’s still ample steering feel and the often-numb handling of ATVs with power steering has been cancelled out.

Its electric motor driven steering ram and gear set is connected to an electronic control unit. This ECU receives signals from. It means, if the tire contacts an obstruction, one of the sensors, the Vehicle Speed Sensor, detects the change in wheel speed and sends the info back to the ECU. The ECU makes adjustments to the steering ram and the feedback is compensated for.

Same thing happens at the handlebars. If an impact is about to tear the bars out of your hands, the ECU picks up data from a sensor on a torsion rod inside the steering mechanism and makes adjustments.

Unlike some of its competitors’ EPS, this one is truly calibrated for the nuances of off-road riding and offers, not only the comfort of steering ease but, also, active protection from big hits.

The KingQuad AXi is one tight package and deserves serious ogling before you make a choice in this class.

By: AJ Lester

If UTV enthusiasts had any doubt about the prowess of the base RZR, the RZR ‘S’ will absolutely open their eyes.

We’re sure Polaris engineers have had the RZR S figured out and ready for production for quite a while. No doubt they moved its intro ahead after reviewing more than a few bogus warranty claims stinking of over the top Sport bomb testing by pilots trying to squeeze too much out of their base model RZRs.

While the big fender flares look great, they’re just as important functionally. They keep the huge Maxxis Bighorns (rotating a full 5-inches further outside the chassis than a stock RZR) from turning you into a mud magnet.

The rear roll bar bracing looks off-road truckish and begs for a spare tire and xenon lights. Truth is, they add critical protection if things go bad sideways at 60.

The best thing about the upgraded “S” is how much happier and more confident the chassis is over a stock RZR when it’s pitched sideways with the throttle on.

Stock RZR owners know it takes finesse to keep the RZR from going over in certain hard pack, grippy conditions, specifically, dropping the throttle when you’re pitched full-lock sideways.

Its 10-inch wider stance and substantially beefed up suspension parts take advantage of the extra width and premium Fox Podium shocks to keep the “S” from nosing over.

When things get seriously puckered you can stomp on the easy button and rely on 30 percent more 800cc High Output juice to break the rear meats loose and get you back on track.

We’re serious here: at almost any speed short of WOT, the H.O. mill will break the Bighorns loose and lay the “S” into a beautiful, controlled powerslide.

A few cool pictures and a gold plated review may not convince you the RZR ‘S’ is the next great thing. Okay with us, but you better deal with this reality: We guarantee if you’re a real sport UTV rider it’ll only take one ride to sell you on just how potent this monster buggy truly is. Honest

By: Matt Lester

WARN Industries is celebrating 60 years of business this year.

WARN winches are one of the most widely distributed ATV and UTV accessories in the powersports market today are, by far, the most trusted name in winching.

THe All-Terrain Vehicle Staff recently had the opportunity to celebrate with the WARN team and tour Warn’s Clackamas, Oregon headquarters.

Warn started out as a small, family operated business and has developed into a multi-million dollar corporation with multiple factories, world-wide sales and one of the most recognizable brands in the powersports and automotive aftermarket.

WARN Industries began in Seattle when Arthur Warn developed a revolutionary locking hub system allowing surplus World War II Jeeps to operate in 2-wheel drive for civilian use.

This invention shaped the hub industry, not only making vehicles more drivable but also improving fuel economy.

WARN powertrain products are used by some of the world’s best-known automobile manufacturers today, including Ford and Chrysler.

In 1959, WARN developed its first off-road electric winch. Since then WARN has become best known for its winches.

The company now makes applications for trucks and SUVs, powersports vehicles, industrial applications and utility purposes.

WARN also makes a wide variety of other products such as skid plates, bumpers, fender flares, lights, ATV/UTV plows, power tools and more. Most recently WARN introduced its Air-Power™ line of 12-volt air compressors, the WARN Works PullzAll™ electric pulling and lifting tool and the WARN PowerPlant™ vehicle-mounted multi-tool.