This oversized calendar is an eye-popping 17”x24” when hung up and features the best ATV riders on the planet. Packed with photos of top ATV Racing this calendar is not only the biggest but the best as well. This MOTO365 2010 ATV calendar is filled with high quality action shots of your favorite pro riders, which can now hang from your wall, gym or garage. Some of the riders featured are Dustin Wimmer, Adam McGill, John Natalie, Bill Balance, Chad Wienen and Josh Frederick tearing everything up from the the track to the dunes. With stunning photos and glossy high quality poster-like appearance this calendar is a must for every ATV rider or race fan, plus it’s a great way to schedule your own days of riding! Order your 2010 ATV calendar now directly from www.mxcalendar.net or by calling 951-601-0947 for just $18.99 with FREE SHIPPING inside the USA.
A portion of all proceeds go straight to the OFF-ROAD BUSINESS ASSOCIATION (ORBA) in support of their efforts to keep public lands open , to preserve our right to RIDE!
The day was beautiful. The trail was just damp enough to keep the dust down. Friends were laughing in the background. Off-road engines were roaring past here and there.
Could this day get any better? We soon discovered it could. Having a new Polaris RZR as our vehicle of choice turned an already awesome day into an unforgettable one as we took on the challenge of the Brown Mountains.
Standing Out in the Crowd
From the time we pulled into the parking lot, the Pink RZR was the center of attention.
Now when you think PINK 4-wheeler, especially a side-x-side, you think “Oh no, you didn’t!” but in fact, we did. When I first saw it, I thought of the old Barbie Mobiles from years ago. However, when I climbed in, turned the key and fired up those 800ccs, I knew immediately, this was no Barbie Mobile! So did everyone else. Later in the day, some of the other riders dubbed it the Pink Panther. By the end of the day, everyone understood why THIS machine is the keynote equipment used in the 2009 OHV Tour for a Cure.
Brown Mountain OHV Park was the perfect place to test out this new machine. Steeped in mystery, this mountain range is legendary, especially among off-road enthusiasts. Everyone who goes there has heard some of the old folklore that passes down through the generations. There are tales of ancient maidens and warriors who still travel these hills in the deep of night looking for answers, truths, and each other. Some of the legends say this is the place to find the answers to whatever you are seeking. That is exactly what we found that day. The truth is, the RZR can take on any challenge it encounters and conquer it, including the formidable Brown Mountains.
The Trail System
Brown Mountain OHV Park has an intricate system of trails for all difficulty ratings. There is definitely something for everyone. My favorite loop is going up the main trail (#1) from the trailhead, taking it all the way to the top and circling back around on trail #8. That is the route I took first with the RZR to get used to this new machine. I was impressed from the first turn.
During the day, we hit each of the other trails, one by one, until we had conquered them all except the ones labeled for bikes only. The RZR did phenomenally well on all of them.
Immediately, I knew the RZR came endowed with power, endurance, strength, and durability unmatched by any other side-x-side I had ever tested. Its more compact size in width and length allowed me to go anywhere I would normally go on my ATV. The low center of gravity gained by putting the motor behind the seat instead of under it provides greater stability than many of the other side-x-sides in its class. That design also keeps its overall height more comparable to that of an ATV allowing it to go under more obstacles out on the trail, while still allowing for great ground clearance. The relative low weight of the RZR coupled with its powerful big bore 800 EFI Engine gives it the “oomph” to tackle even the most challenging trails.
Perfect Combination
From that day forward, the RZR and the OHV Tour for a Cure have worked together seamlessly to increase positive awareness about the off-road community and to raise funds for some great cancer-related charities. Furthermore, since people often associate the color pink with cancer research, this new LE version with the Passion Pink Graphics Kit leaves nothing to be desired.
When we first got the package, we thought it seemed really heavy. After taking the Tail out of the box, we determined it’s really not that heavy compared to most winches and tow systems you can get out there and it seemed to be extremely well built. It has to have some weight to it, to be able to do it’s job! The Rhino is not only a fun means of transportation, it is also our recovery vehicle at races, and any time someone finds their limits in the mud. So, we immediately took it out to the garage to go put it on the Rhino.
When we first looked at the set up we thought, “This will be interesting to get a wrench between the spool and the bottom mounting plate.“ But to our surprise they covered this, the bolts have a collar which drops into the bolt hole and holds it in place. All it took was one wrench on the bottom nut. This process took maybe five minutes. The unit easily slides right into the receiver. At this point the only down fall I have seen was, it does not come with a pin to hold it in the receiver, I was required to buy an additional one. Not a big deal but a tiny inconvenience.
Eager to try out the Tiger Tail, we headed out to a local ride spot to test it out. Lucky for us as we were unloading the toys when someone in an Isuzu Trooper, not meant for the mud, found a mud hole. He managed to bury his front end in the peanut butter-like slop up to the bumper. With the rear tires barely clinging to the surface by inches of hard packed dirt, he was not moving. So we thought this could be the perfect time to test out the Tiger Tail and have it be of a little assistance. I backed the Rhino up to his vehicle, and found it takes some slack on the rope before the hook will come out of the holder. As soon as the hook was free, it easily extended and retracted. We hooked it up to the Trooper and I slowly pulled forward to fully extend the rope. This being a heck of a first test for the Tiger Tail, I floored the Rhino, spinning the tires on the hard pack. To my amazement , the Rhino started inching forward and before we knew it, he was out of the slop and on to the hard stuff. We unhooked the Tiger Tail and it went right back into it’s housing trouble free.
From what we have seen so far, this is an absolutely amazing product. From the first glance of the Tiger Tail we knew it was well built and well thought out. We know that it will definitely come in handy out on the trails and the track. They even put a hole on the main bracket so you can still have a ball for towing on the back of your rig. Great idea! We will definitely recommend it to all of our friends. This is also one of those products that everyone who sees it wants to know all about it.
All in all, the Tiger Tail is an awesome little product! www.tigertail.us
PLYMOUTH, Minnesota (September 14, 2009) — After five outstanding years in the offroad winch industry, Gorilla Winches is proud to announce the expansion of their product line to include a broader range of products in the offroad category. In response to customer requests for quality products outside of the winch category, Gorilla Winches will be adding a wider range of ATV, truck, Jeep, and 4×4 accessories to their lineup, including wheels, tires, bumpers, brush guards, and Jeep accessories.
Even more exciting is the company’s decision to adopt a new brand name that more accurately reflects this expanded product line:
According to sales and marketing manager John Ostman, “Our new name will more accurately describe who we are and what we do. We manufacture and supply PRO-fessional quality OFFROAD equipment to ATV, truck, Jeep, and 4×4 enthusiasts worldwide.”
Ostman notes that the company will continue to produce high-quality ATV and self-recovery winches (under the PROMARK OFFROAD name) along with their newly expanded product line. The PROMARK OFFROAD name will begin to appear on the company’s products as early as late September 2009.
The company has been hinting at a major announcement since the first of September, and Gorilla Winch customers have been eagerly awaiting the big news. Already an industry leader for durable, high quality winches and winch accessories, the company expects an expansion of their loyal customer base in connection with the expansion of their product offerings in the offroad industry.
As a tribute to the enormous influence that their customers have had in the evolution of Gorilla Winches into PROMARK OFFROAD, Ostman says, “We thank our loyal customers, and we look forward to the wild ride ahead.”
Gorilla Winches / PROMARK OFFROAD was founded in 2003 to provide consumers with quality offroad equipment at factory-direct pricing. The Gorilla Winch / PROMARK OFFROAD Store offers a complete line of ATV winches, truck and Jeep winches, and 4×4 accessories for the offroad enthusiast. For more information, visit their website at www.gorillawinches.com.
Article Written By: Jim Jaworski, Jim Jaworski August 18, 2009, Jim Jaworski August 18, 2009, Jim Jaworski August 18, 2009
Quads Outfitted With Motowoz Suspension Had Highest Win Percentage in 2009
Ham Lake, MN — Motowoz Performance Systems is proud to announce five of its sponsored riders have won six national titles in their respective classes in the 2009 ITP/Moose Racing AMA ATV Motocross Championships. Four youth riders and one in the amateur Women’s division earned class crowns after the season finale at Loretta Lynn’s. The 10-round amateur ATV motocross series concluded Sunday, August 16 at Loretta’s Lynn’s Dude Ranch in Hurricane Mills, Tenn.
In ’09, Motowoz-supported racers tallied the fastest lap in their classes 117 times, notched 104 moto wins and 46 overall class victories. Alex Szymborski, Holt, Mich., was especially fast on his Cobra ATV outfitted with Motowoz shocks. He won a total of 16 events this year in three classes and both the 90 Auto Jr. and 70 SS class championships. He just missed a third title, losing to fellow Motowoz rider Jacob French of Zimmerman, Minn. French trailed Szymborski in points after the first three rounds due to a few mechanical issues, but rebounded and recorded six wins in the last seven events to secure the title.
“We may not have shocks on every bike, but those that do [run our shocks] win and Motowoz-backed riders had the highest win percentage in the series.” said Jim Jaworski, owner of Motowoz. “It was great to see Jacob [French], the son of a dedicated Motowoz dealer J&J Racing, and Alex [Szymborski] compete. They put on such an epic battle. I congratulate all five national champions for their successful seasons and thank all the racers who used Motowoz products.”
Motowoz Performance Systems Amateur National Champions:
Class: Number, Name, and Hometown
Women: No. 58, Kayle Dyer, Quincy, Ill.
’09 Class Stats: 9 podiums, including 6 victories
90 Prod (8-15): No. 14, Chase Horton, Arcadia, S.C.
’09 Class Stats: 7 podiums, including 6 victories
90 Auto Jr. (8-11): No. 84, Alex Szymborski, Holt, Mich.
’09 Class Stats: 7 podiums, including 6 victories
70 SS (6-11): Szymborski
’09 Class Stats: 8 podiums, including 7 victories
70 Mod (6-11): No. 36, Jacob French, Zimmerman, Minn.
’09 Class Stats: 9 podiums, including 6 victories
70 CVT (6-11): No. 32, Cole Shake, Motley, Minn.
’09 Class Stats: 5 podiums, including 4 victories
Motowoz Earns ATV Titles
Jaworski can’t help but smile when thinking about how a successful 2009 season will lead to a bigger and better 2010. “I have said from the beginning, it’s all about the setup. It’s always important to think outside the box and never get trapped into one way of thinking. This is never truer than when working with mini quads. Each setup we make is custom to that individual rider and clearly our success on the track proves we know what we’re doing,” he explained.
Motowoz definitely has its fingers on the pulse of youth quad racing and has established components for these minis, but Jaworski is quick to point out that only 35 percent of his business is youth sales. Most of its suspension sales are for full-size ATVs. Although the company’s most recent success involves motocross racing, Jaworski said Motowoz shocks have been thoroughly tested in the most extreme terrain, including the Baja 1000. Years of professional ATV racing experience and off-road suspension design experience have enabled Motowoz to develop a complete line of ATV shocks that promises to take the world of competitive ATV suspension to a new level. Kayle Dyer’s stellar championship ride in the Women’s class also proves Motowoz knows just as much about full-size sport quad suspensions as those on mini ATVs. This young woman’s title and new product offerings from Motowoz will only gain more credibility for the brand as both a high-quality and viable option for serious racers.
“I would love to continue the current success and have it carry over to some other racing series. I would love to get some exposure in the WORCS series,” added Jaworski.
Motowoz’s expertise has led to the development of several exclusive features and the use of only high-grade materials. The CNC-machined shocks feature billet aluminum, heat-resistant oil, Adjustable Spring Progression for simple and convenient tuning, industry-leading compression and rebound adjusters, Triple Seal Technology, Velocity Sensitive Valving and more. To see the complete Motowoz Performance Systems offerings, visit www.motowoz.com or to inquire about custom orders, call (763) 390-9549. For tech questions, contact jim@motowoz.com or to apply for racing sponsorship, contact suzi@motowoz.com.
ABOUT MOTOWOZ
Designed and manufactured in the USA, Motowoz Performance Systems has grown from its humble start in 2002 in a small garage in Southern California to its state-of-the-art corporate headquarters and R&D facility in Ham Lake, Minn. Specializing in ATV suspension systems for both adult and mini quads, Motowoz utilizes its highly innovative manufacturing plant to customize its technology to its customers. Motowoz takes pride in having the ability to rapidly test new designs within days of conception and produce solid results for racers and recreational riders alike. Its shocks’ real-world performance and proven adjustability separate Motowoz Performance System from the pack.
Motowoz Performance Systems • 13941 Lincoln Street #300 •
Ham Lake, MN 55304 USA
Article Written By: Lucas Cooney, Photography by Kawasaki, Jul. 29, 2009
It may not be the biggest and baddest thing on four wheels, but there is something very appealing about the Kawasaki Prairie 360 4×4. We had the opportunity to put some miles on Kawasaki’s smallest 4×4 and it proved to be an eye-opening experience.
We tested out the Prairie, along with the Brute Force 650 and 750 4×4i, at the Mines & Meadows ATV/RV Resort in Western Pennsylvania. Shockingly, it was the little Prairie that stood out most among the big bore offerings from Team Green.
Kawasaki’s proven 362cc air-cooled, single cylinder, 4-stroke engine powers the Prairie. Though it’s never going to snap your neck back when you the squeeze the throttle, the Prairie accelerates smoothly and has an impressive amount of low-end grunt for this class. More impressive is the class-leading 1,100-pound towing capacity.
Kawasaki’s entry-level 4×4 surprised us with its ability to keep up with the big boys.
What helps the Prairie make the most of every last bit of its power is an advanced four-wheel drive system – available at the push of a button. If you just want to fly around the trails and let the rear wheels drift around the corners, you can keep it in two-wheel drive. However, if you want to tackle more challenging terrain or need to add some traction if you’re working around your property just switch it over to four-wheel drive mode and you’re ready to go.
Just squeeze the yellow diff-lock lever for as much or as little extra traction as you require.
Kicking it up another notch is the limited-slip front differential, which keeps the steering reasonably light. When the situation calls for maximum traction a Kawasaki feature we really like is the variable front differential control. You access this very progressive system by squeezing a lever on the left handlebar just above the brake lever. When you need full traction and are worried less about steering just squeeze the lever all the way. If you require some additional traction but need more steering control just squeeze the lever about half way. We can’t say enough about how much we like this differential control system. Other ATVs have easier to use push-button diff locks, but this one really makes you feel like you have that extra bit of control.
The combination of four-wheel drive and the variable front differential control combine to make the Prairie a go-anywhere ATV. You don’t often think of a 360cc ATV being an adept climber, but the Prairie proved otherwise.
The best example of the Prairie’s climbing prowess we can come up with occurred when we were trying to scale a steep, rocky hill on a big Brute Force 650. As we were taking our time looking for the right line, somebody from Kawasaki flew up the course on the Prairie to show us the way. We’re no great rock climbers and surely a more adept rider could have made short work of that hill, but to see the Prairie 360 4×4 climb over everything we were struggling with on the Brute Force made us appreciate what it could do.
The Prairie 360 4×4 will go just about anywhere you’d need it to.
Even with it’s go-anywhere personality, some of you who are used to riding big 800cc machines will probably be left wanting more power and top speed, but that’s not who this ATV is made for. The Prairie 360 4×4 is an ideal ATV for somebody new to the sport and because it’s such a good all around quad we don’t think it’s something you’d grow out of for quite some time.
Stability is very good thanks in part to the Prairie’s 47.4-inch width – 1.5 inches wider than the Brute Force 750. That wide footprint gives you confidence as soon as you throw a leg over the seat. It seems lighter and more flickable that the bigger Brute Force, but the specs tell a different story. Both units weigh in at about 605 pounds dry. That’s a lot of weight for lower-displacement ATV, but it was hard to feel it during our test.
Getting the rear wheels to slide around a corner is no problem.
Helping to cushion your ride is a MacPherson strut front suspension with 6.7 inches of travel. You’ll find more modern front suspension systems (independent double A-arms), but MacPherson struts have a proven track record and offer a smooth ride. All the way through 2008 that’s all Polaris used on its Sportsman line of utility ATVs – some of the best selling and best performing in the business. Also, because MacPherson struts have been around for a while using them keeps costs down.
One possible bone of contention with the Prairie is the rear swingarm with a single adjustable shock. Having fully independent rear suspension would be beneficial, but the straight axle is not a bad option for new riders. It’s easier to hold a line in a whooped-out section of trail and you can attack corners more aggressively. You do lose a little ground clearance – the Prairie has 7.7-inches of clearance at the rear axle – but try finding a trail you can’t tackle with the Prairie that you could with an IRS equipped unit.
Stopping power comes courtesy of dual disc brakes up front and Kawasaki’s very effective sealed, oil-bathed multi-disc system in the back. Kawasaki uses that sealed rear brake system on just about every vehicle in its lineup and it’s great at keeping mud, dust, water, and other debris away from your brakes. There’s practically no maintenance with this system, which means you can ride more and spend less time in the garage. Engine braking is also standard and it’s a great tool for helping you slow down in a steep descent – you don’t have to be as precise with the brake levers so you can concentrate more on steering.
Use the engine braking to help slow you down on a descent.
Prairie owners get some additional utility from the standard front and rear cargo racks that can carry a combined weight of 242 pounds. You can strap down more than enough gear for a camping trip or you could haul just about anything around your property.
At $5,349 the Prairie 360 4×4 is right near the bottom of the price scale for this class from major manufacturers. It comes in $50 less than the Yamaha Grizzly 350 4×4, $150 less than the Suzuki KingQuad 400 AS, and $350 less than the Polaris Sportsman 400 H.O. You can get the Prairie without the 4×4 option for $550 less ($4,799), but we think it’s worth spending the extra cash on four-wheel drive.
If you’re looking to break into the utility ATV segment, you should definitely put the Prairie 360 4×4 on your short list. Even if you’re not a beginner, the Prairie would be a fun addition to your garage – especially as a utility companion to a sport quad. You won’t win any races against the big boys, but you’ll have a lot more money in your wallet.
Kawasaki Prairie 360 4×4 Specifications
Engine
Engine Type:
Air-cooled, SOHC, four-stroke, single cylinder
Displacement:
362cc
Bore x stroke:
80 x 72mm
Compression Ratio:
8.3:1
Carburetion:
Keihin CVK34
Starting System:
Electric with recoil back up
Transmission:
Continuously variable transmission with Kawasaki Engine Brake Control, high and low range, plus reverse
Final Drive:
Selectable four-wheel drive with Variable Front Differential Control, shaft
Dimensions
Overall Length:
81.3 in
Overall Width:
47.4 in
Curb Weight:
639.5 lbs
Wheelbase:
49.3 in
Seat Height:
35.6 in
Ground Clearance:
7.7 in
Fuel Capacity:
3.6 gal
Rack Capacity Front / Rear:
88 / 154 lbs
Towing Capacity:
1,100 lbs
Chassis
Frame:
Double cradle steel
Front Suspension / Wheel Travel:
MacPherson strut / 6.7 in.
Rear Suspension / Wheel Travel:
Swingarm with single shock, preload adjustment / 7.1 in.
Article Written By: Joe Tolle, Photography by Joe Tolle, Jul. 15, 2009
Last year, ATV.com tested Suzuki’s flag ship King Quad 4×4 in the frigid winter of northern Minnesota. In the deep Minnesota snow we appreciated the increase in motor performance and felt its smooth power delivery was only matched by the machine’s smooth handling.
Since hitting the market in 2005 the KingQuad 750 has remained a top contender in the big bore utility ranks. With manufacturers such as Yamaha and Honda adding power steering as an option on their high end models, it was only a matter of time before Suzuki stepped up to the plate with a power steering system of its own to keep the King in the spot light. Suzuki’s power steering system was ready for the 2009 model year and it’s available on both the KingQuad 500 and 750.
For Suzuki, creating a power steering system shouldn’t have been too difficult. As an automotive manufacturer, Suzuki has been developing power steering systems for years and simply borrowed the technology for the ATV market. For use on an ATV, Suzuki was not only looking to improve the rider’s control over the machine, it was also looking to reduce feedback fed to the handlebars by trail obstacles – helping to reduce rider fatigue.
The electric power steering unit has its own ECU (electronic control unit) and features a built in torque sensor. The torque sensor measures the amount of torque being applied at both ends of the steering and signals the ECU of differences in force being applied at each end. Combined with vehicle speed information, the ECU applies electric current to the power steering motor which assists steering through a reduction gear mechanism.
The power steering system is deigned to be progressive, offering more steering assistance while the machine is moving at slow speeds where the steering is heaviest. As the machine picks up speed the assistance provided by the power steering is reduced. Meanwhile, the torque sensor keeps track of changes in torque being applied to both ends of the stem. This allows the power steering to compensate for impacts with trail debris, much like an active steering stabilizer.
Chassis Changes
Along with performing the necessary changes to the KingQuad 750’s chassis necessary to mount the EPS unit, Suzuki performed a number of other chassis changes to complement the power steering in improving straight line stability at high speeds. The arm caster was increased from 1.6 to 3.3 degrees. Camber setting went from 0.64 to -1.3 degrees, toe out was decreased from 10mm to 5mm and rail was increased from 3.4 to 16.7 mm. The front wheels were given 7mm more offset while the rear wheel offset was decreased by 5mm. The front shocks’ preload was increased and the rear sway bar has been recalibrated.
Weight Loss Program
Japanese manufacturers work hard to maintain a reasonable weight of around 600 pounds dry for their ATVs. With the addition of power steering adding around 13 pounds Suzuki shaved a few pounds off the machine to compensate. The recoil backup starter was removed, leaving the very reliable electric starter to handle firing the machine up. Thickness of various materials was reduced and different materials were used for the battery holder, brake pedal, sub transmission lever, the driven gear in the oil pump and the aluminum wheels.
Updated Ergonomics
With less effort needed to turn the machine, thanks to power steering, Suzuki gave its flagship ATV slightly different ergonomics. The handlebars are a little taller with a bit more downward sweep then the standard KingQuad 750. This results in a more upright seating position aimed at making the machine more comfortable on long rides.
The Standard Good Stuff
All of the updates that come along with the power steering were added to the KingQuad’s already impressive package. Its 722cc engine incorporates a lot of race bred technology, such as Suzuki’s race proven SCEM (Suzuki Composite Electrochemical Material) for improved heat transfer as well as lightweight and tighter piston clearance. A compact 4-valve cylinder head features large 36mm intake valves and straight intake ports for increased cylinder charging efficiency. Along with the engine’s many weight saving features, Suzuki angled the cylinder forward 48 degrees to help lower the center of gravity.
The updated front shocks have five-way preload adjustment and feature 6.7 inches of wheel travel while the five-way preload adjustable rear end features 7.1 inches of travel. Speeds are controlled by Suzuki’s engine braking system and the machine is brought to a halt by dual hydraulic disc brakes up front and a sealed oil bathed multi-disc rear brake.
With two-wheel and four-wheel drive plus the benefit of front differential lock, the KingQuad is equipped for the most gnarly off road challenges. For work duties the tubular steel racks feature a capacity of 66 pounds up front and 132 pounds in the rear. The KingQuad 750 has a removable rear hitch mount with 992 pounds of towing capacity.
Ride Time
Our test took place in southern Ohio in much more hospitable conditions then last year’s frigid 2008 test. With warmer weather and much more traction available we were in a much better place to put the benefits of power steering to the test. Since we were already familiar with the performance of the KingQuad 750 we were eager to experience the benefits of the power steering. We sat with the motor off and turned the handlebars left to right several times. We then fired up the engine and performed the action again. With the engine running and the power steering active, the effort needed to turn the bars from side to side was definitely reduced. However if we were not aware that the machine had power steering or felt the effort needed to turn the bars without the machine being turned on, we would have simply thought the machine’s steering was light and not mechanically assisted. For several of our test riders this was their first time experiencing power steering on an ATV so they had no idea what to expect.
Once we got underway the benefits of the power steering were immediately evident. Steering effort was light whether we were flying down a fast, wide open trail or snaking our way through extremely tight conditions. We felt more in control while traversing rough, rocky or rutted trails. Thanks to the significant reduction in feedback to the handlebars we were not only less fatigued, it was easier to hold a line – especially in challenging conditions. The power steering assistance is just light enough that you still have a good feel for the trail only there are no harsh impacts or times where you feel the bars will be jerked from your hands. The only time we wished the power steering offered a bit more assistance was when the machine was in four wheel drive with the differential lock engaged. But overall, we were very impressed with the power steering unit and felt it enhanced the KingQuad’s performance for any type of riding.
The KingQuad 750’s engine is deceptively fast. As with all the big bore 4×4s, on steep climbs the KingQuad will run out of traction long before the motor runs out of power. With the ease of power steering and the engine’s silky smooth power delivery the KingQuad 750 works great for all day rides whether you’re a hunter, rancher or sport oriented rider. Most of our test riders agreed that the more upright seating position made the machine even more comfortable, but one aggressive sport oriented rider actually liked the more aggressive seating position of the standard KingQuad.
We didn’t find any issue with high speed stability in our test of the 2008 non power steering model, however it is worth mentioning that the 2009 power steering equipped unit felt a bit more sure footed at speed. Charging into corners, front end body roll was slightly reduced and the new sway bar settings keep rear end body roll well under control. With all the chassis changes aimed at making the KingQuad 750 more stable at high speeds, we worried that it may have hampered handling in tight conditions. We are happy to say that this isn’t the case. The KingQuad is still very capable in the tight conditions, especially compared to some of the oversize multi cylinder big bore units on the market.
The new front suspension not only makes the machine easier to corner aggressively, it also helps make the KingQuad more stable on hillsides. The suspension offers a nice balance between slow speed plushness and a firm sporty ride. Overall the suspension seems perfectly matched to the rest of the machine.
The KingQuad 750 with power steering retails for $8,699, which is $1,000 more than the standard model. That’s no small hit to the wallet, but having ridden both units we would have to say our money is on the power steering! Thanks to the power steering and the rest of the changes to the chassis and suspension, the unit is less fatiguing to ride, has improved handling and feels lighter out on the trail. It’s just a better overall machine.
Front and rear shocks on the KingQuad 750 are five-way preload adjustable.
To compliment the power steering, Suzuki made some updates to the chassis.
I got my hands on a new Gorilla 3000lb XT Series ATV Winch from the folks over at www.gorillawinches.com, and I must say that, I was impressed from the moment it arrived. Besides the impressive box, easy to read instructions, and included hardware, this winch just looks like a heavy duty and well designed product. Inside the box was the roller fairlead, rubber stopper, contactor, thumb switch, hook with strap, hardware, and a corded remote! All that was needed additional, was a bracket for my 2006 Yamaha Grizzly, which was available right on their site.
INSTALLATION
Installing the Gorilla Winch was easy enough. I did it before going out to the field, in the back of my Dodge Ram pick-up! A few tools I had in my box got the job done. The hardest part was removing some of my factory plastic. The bracket mounted right up to my stock frame and the winch right up to the bracket, without an issue. If you know the difference between your positive and negative battery terminals, you’ll have no problem hooking this up. I ran the wires up the middle and under the seat, to the battery, and hooked up the switch to my handlebars. It was a breeze.
THE FIRST TEST
I rode my 2006 Yamaha Grizzly out into a wooded, but open area, to run some small tests with this winch. Operation was very good for a traditional winch. I especially like how smooth the cable turns out in the free wheel/spin mode. Engaging this is easy and the switch is located on the side of the winch. Putting it in this mode allows you to pull out the cable without hassle. I ran it in and out a few times to check out the motor operation and to see if there was any heat coming off of it, which there wasn’t. I roped the line around a couple of trees and pulled the Grizzly without any issue, up the hill and tested it letting the winch out slowly back down. The winch Motor sounds strong and smooth, giving me no concerns.
I hadn’t planned to get out in the mud yet (maybe for my next report), so I thought to myself…How could I really test this thing out? I decided that a good test would be to rope my Grizzly to a tree and see about lifting it off the ground. I know, sounds crazy, and when will this actually apply, but why not. So I let out the winch cable and chucked it over a thick branch and around a tree, probably about 15 feet off the ground. (Don’t try this at home and wear safety equipment and protective gear!) I began to pull my 600 lb (dry weight) 2006 Yamaha Grizzly toward the tree, by engaging the winch switch I mounted on the left handle bar. As I got closer to the tree, the front end started to rise. I proceeded to pull the winch cable in and my quad up the tree. It was now about 70 degrees up in the air! I kept going until it was vertical and back tires off the ground! I forgot to get off…What a site…hung my quad off a tree…it was a first for me. I finally let it down after looking at it for a few minutes hanging there. By no means do I suggest for anyone to do something like this with their quad! Nevertheless, it’s a good test for me. I let out enough cable slack to get the hook to slide down toward me and unhook it. I inspected the cable, hook, winch, bracket, and frame. No issues at all. All looked great. At least I know that on my next run, this winch will pull my ATV without a problem.
FINAL NOTES
This $199 Gorilla winch replaced my older Warn 2500 winch that I believe cost me upwards of $400 or so at the time. You would think that the cost difference would show in the product, but I really can’t tell you what the higher priced Warn will give you over the Gorilla. The Gorilla winch works very well and is definitely worth the money. I’ll be testing this winch out more on the trails and I’ll be sure to report back. Happy Trails!
Article Written By: Enrico Pavia Thursday, July 9th, 2009
There is no doubt the Raptor 250 was designed for younger riders. However with its lightweight design and 250 4 stroke engine the quad is definitely getting pushed beyond its limits in factory form. Unfortunately with any factory quad getting this type of use, it is bound to fail. Lone Star Racing has come to the rescue with a solution that provides an affordable chassis that will hold up to the abuse of the toughest riders and racing conditions. Our solution is this all new fully tig welded 4130 chromoly steel chassis. This chassis features two extra motor mounts on the bottom of the motor, stronger accessory tabs, pivot plates, shock mounts, as well as a removable sub frame. The tubing thickness was also increased in the critical stress areas to prevent the frame from twisting or cracking. The chassis weighs approximately 5 lbs more than the stock chassis but provides an abundance of strength. The chassis comes in your choice of powder coat color.
Article Written By: Lucas Cooney, Photography by Frank Hoppen, Jul. 07, 2009
It’s been three months since Yamaha launched a free repair program for all Rhino models which included adding one-inch spacers on each of the rear wheels and removing the rear anti-sway bar. To prove that these repairs did nothing to take away from the Rhino’s off-road capability, we were invited to the San Bernardino Forest in southern California to test out the 2009 Yamaha Rhino 700 FI Sport Edition for ourselves.
Oftentimes when a manufacturer invites the media out to test drive a new vehicle we don’t end up getting a great deal of seat time as we’re focused on getting pictures and talking to the people who helped design it. Also, because they don’t want to put us or their expensive machines in harm’s way manufacturers sometimes avoid the gnarliest terrain. To Yamaha’s credit, this was absolutely not the case this time.
We were led on a near 80-mile trek that had our adrenaline pumping and at times tested our resolve. We beat the holy hell out of our Rhino 700 to see exactly what it was capable of. At the end of our ride our bodies ached and we were completely exhausted, but we came away wholly impressed.
WHY THE CHANGES
The vast majority of responsible Rhino owners, enthusiasts and most everybody associated with the popular side-by-sides that we talk to really didn’t feel like adding the spacers and removing the anti-sway bar was a necessity. If you ride the Rhino like you’re supposed to, your chance of tipping over and injuring yourself is not particularly high – certainly not noticeably higher than other sporty side-by-sides. Of course, we don’t always ride off-road vehicles like we’re supposed to, do we?
“If you ride the Rhino like you’re supposed to, your chance of tipping over and injuring yourself is not particularly high…”
We’ll get more in depth on this in a future article, but suffice it to say a small percentage (Yamaha says far less than 1 percent) of Rhino customers were involved in rollovers with serious consequences. It didn’t take long for plaintiff attorneys to take notice and start looking for money/clients in every way possible (billboards, Google ads, television commercials) and tried to get the Consumer Product Safety Commission (CPSC) to issue a recall. After looking at a number of accident reports the CPSC (much to the chagrin of the plaintiff attorneys) couldn’t find anything that warranted a recall. In fact, in nearly all the cases the CPSC looked in which somebody was killed (96%) the victim either wasn’t wearing a helmet or was doing at least one warned against act (no seatbelt, driving on paved road, driving under the influence, no driver’s license, too young, too small, etc.).
The CPSC, in cooperation with Yamaha, did decide to issue a free repair program for the Rhino 450 and 660 and Yamaha included the Rhino 700 on its own. The CPSC believes these modifications “may help reduce the chance of rollover and improve vehicle handling in certain situations.”
Still a Rhino
Yamaha’s ultimate goal for inviting us to ride its modified side-by-side was to show us that it is still a Rhino. Yamaha didn’t want the changes to turn the Rhino into something else – either closer to a competitor’s unit or just plain less capable. After almost 80 miles of rocks, roots, water and dirt we can indeed assure you that this Rhino is still, well, a Rhino.
The Rhino is powered by a 686cc liquid cooled, fuel injected engine. We spent our day riding between 5,000 and 7,500 feet above sea level and didn’t have a hint of trouble. Because of the lower levels of oxygen at that altitude you will lose some power, but for the trial riding we were doing it was not particularly noticeable.
Throttle response was instant and felt nice and torquey in the low end. That low-end power came in very handy throughout the day, especially when we were led over the toughest rock crawling section we’ve ever attempted in a side-by-side. We’re far from true rock crawling aficionados, but fortunately Yamaha Testing Supervisor Pat Bilosi was there to show us the right lines. From the driver’s seat some of these lines were concerning, but with a little faith, four-wheel drive, a fully locked differential and a press of the gas we got over everything without incident. We wouldn’t try it again on our own, but pushing the Rhino to the edge and coming through with a rapid heartbeat and big smile was an experience to remember.
Not every trail was as butterfly-inducing as the rock crawling section, so we did get a few chances to pin the pedal and burn up some quicker trails. While four-wheel drive offers a little more confidence in the rough stuff, we prefer two-wheel drive for fast trail riding. It really frees up the back end to slide around corners and kick up some dust.
Yamaha has a speed limiter on the Rhino 700 models set at about 40 mph. If you’re riding around tight, wooded trails or getting some work done on your property this is more than enough speed. However, for wide open desert riding or other high-speed applications this might be somewhat limiting. No need to fear, though, as a visit to a forum like Rhinotalk.net will help you find a solution or lead you to any number of aftermarket companies that can help you uncork your Rhino in a heartbeat.
It’s obvious the engine has a lot more speed to give, but Yamaha has the limiter on for a reason – the faster you go the more likely you are to get into trouble. If you decide to uncork your Rhino you’re doing so at your own risk.
Comfort, Safety & Other Features
After such a long, grueling day it’s safe to say the Rhino provides a reasonably comfortable ride. The seat provides good support and we didn’t suffer from “numb butt” at any point. Our only gripe is the seat belt would dig into our shoulder, but that may have been the result of aggressive driving. Still, one day we’d like to see somebody offer a four or five-point harness on a “Sport” specific unit.
Doors come standard on Rhino 700 models and they come in handy. They help keep your feet from sliding out and trail debris from getting in. Yamaha offers a free door program for any Rhino that didn’t come with them from the factory so if you’ve got an older model you should take advantage.
A digital instrument panel with multi-function LCD display provides everything you need, including an easy to read fuel gauge, speedometer and duel trip meters.
Though it’s not nearly as fun as being behind the wheel, we did spend some time in the passenger seat to get a different perspective. So long as you’ve got a driver you trust, being a passenger is pretty relaxing. The center-mounted passenger handhold might be our favorite outside of the T-shaped bar on the Polaris Ranger RZR.
Sport Package
Our Sport Edition proved to be an awesome trail riding companion. The fully adjustable piggyback shocks were great for hammering through rocky, rutted out trails at high speed and crawling over huge rocks at a much slower pace.
Despite taking a great deal of abuse, the one-piece cast aluminum wheels were certainly up to the challenge. Though we started out taking care to hit rocks head on and avoid any unnecessary damage, as the day progressed we were far less vigilant and started shredding through rocky fields with reckless abandon. The wheels and tires did not make it through the entire ride completely unscathed, but we can’t think of any product that would.
The Sport Edition also includes an injected-molded sun top, which was ideal for keeping the hot July sun off our necks. Also, a Baja-inspired front carry bar, red water-dipped body, dealer-installed LED tail lights, steering wheel cover, custom shift knob, over fenders, and black bed rails help set the Sport Edition apart.
One thing we’d add to the Rhino Sport Edition and every other Rhino is a more durable skid plate/underbody protection. This is not a big issue for desert riders, but for those of you who like tighter, more technical trails this is important. Admittedly we really put an abnormal pounding on our test unit, but the plastic skid plate didn’t last long. GYTR manufactures a number of protection items that would make a world of difference, including a Baja Front Bash Plate ($150.95) that would be perfect for the Sport Edition. Aftermarket companies like DG Performance sell similar products that would no doubt help keep your Rhino safe, especially in conditions like we encountered.
Conclusion
It may not be as sporty as the Polaris Ranger RSR S, as fast as the Arctic Cat Prowler 1000 H2 XTZ, or possess the utility of a Kawasaki Mule, but the Yamaha Rhino 700 FI Sport Edition is among the most versatile side-by-sides available. The Rhino was the first of its kind and it’s still a force to be reckoned with.
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This oversized calendar is an eye-popping 17”x24” when hung up and features the best ATV riders on the planet. Packed with photos of top ATV Racing this calendar is not only the biggest but the best as well. This MOTO365 2010 ATV calendar is filled with high quality action shots of your favorite pro riders, which can now hang from your wall, gym or garage. Some of the riders featured are Dustin Wimmer, Adam McGill, John Natalie, Bill Balance, Chad Wienen and Josh Frederick tearing everything up from the the track to the dunes. With stunning photos and glossy high quality poster-like appearance this calendar is a must for every ATV rider or race fan, plus it’s a great way to schedule your own days of riding! Order your 2010 ATV calendar now directly from www.mxcalendar.net or by calling 951-601-0947 for just $18.99 with FREE SHIPPING inside the USA.
The day was beautiful. The trail was just damp enough to keep the dust down. Friends were laughing in the background. Off-road engines were roaring past here
and there.
Brown Mountain OHV Park was the perfect place to test out this new machine. Steeped in mystery, this mountain range is legendary, especially among off-road enthusiasts. Everyone who goes there has heard some of the old folklore that passes down through the generations. There are tales of ancient maidens and warriors who still travel these hills in the deep of night looking for answers, truths, and each other. Some of the legends say this is the place to find the answers to whatever you are seeking. That is exactly what we found that day. The truth is, the RZR can take on any challenge it encounters and conquer it, including the formidable Brown Mountains.
Brown Mountain OHV Park has an intricate system of trails for all difficulty ratings. There is definitely something for everyone. My favorite loop is going up the main trail (#1) from the trailhead, taking it all the way to the top and circling back around on trail #8. That is the route I took first with the RZR to get used to this new machine. I was impressed from the first turn.
Immediately, I knew the RZR came endowed with power, endurance, strength, and durability unmatched by any other side-x-side I had ever tested. Its more compact size in width and length allowed me to go anywhere I would normally go on my ATV. The low center of gravity gained by putting the motor behind the seat instead of under it provides greater stability than many of the other side-x-sides in its class. That design also keeps its overall height more comparable to that of an ATV allowing it to go under more obstacles out on the trail, while still allowing for great ground clearance. The relative low weight of the RZR coupled with its powerful big bore 800 EFI Engine gives it the “oomph” to tackle even the most challenging trails.
When we first looked at the set up we thought, “This will be interesting to get a wrench between the spool and the bottom mounting plate.“ But to our surprise they covered this, the bolts have a collar which drops into the bolt hole and holds it in place. All it took was one wrench on the bottom nut. This process took maybe five minutes. The unit easily slides right into the receiver. At this point the only down fall I have seen was, it does not come with a pin to hold it in the receiver, I was required to buy an additional one. Not a big deal but a tiny inconvenience.
Eager to try out the Tiger Tail, we headed out to a local ride spot to
test it out. Lucky for us as we were unloading the toys when someone in an Isuzu Trooper, not meant for the mud, found a mud hole. He managed to bury his front end in the peanut butter-like slop up to the bumper. With the rear tires barely clinging to the surface by inches of hard packed dirt, he was not moving. So we thought this could be the perfect time to test out the Tiger Tail and have it be of a little assistance. I backed the Rhino up to his vehicle, and found it takes some slack on the rope before the hook will come out of the holder. As soon as the hook was free, it easily extended and retracted. We hooked it up to the Trooper and I slowly pulled forward to fully extend the rope. This being a heck of a first test for the Tiger Tail, I floored the Rhino, spinning the tires on the hard pack. To my amazement , the Rhino started inching forward and before we knew it, he was out of the slop and on to the hard stuff. We unhooked the Tiger Tail and it went right back into it’s housing trouble free.
Kawasaki’s entry-level 4×4 surprised us with its ability to keep up with the big boys.
Just squeeze the yellow diff-lock lever for as much or as little extra traction as you require.
The Prairie 360 4×4 will go just about anywhere you’d need it to.
Getting the rear wheels to slide around a corner is no problem.
Use the engine braking to help slow you down on a descent.
Installing the Gorilla Winch was easy enough. I did it before going out to the field, in the back of my Dodge Ram pick-up! A few tools I had in my box got the job done. The hardest part was removing some of my factory plastic. The bracket mounted right up to my stock frame and the winch right up to the bracket, without an issue. If you know the difference between your positive and negative battery terminals, you’ll have no problem hooking this up. I ran the wires up the middle and under the seat, to the battery, and hooked up the switch to my handlebars. It was a breeze.
Engaging this is easy and the switch is located on the side of the winch. Putting it in this mode allows you to pull out the cable without hassle. I ran it in and out a few times to check out the motor operation and to see if there was any heat coming off of it, which there wasn’t. I roped the line around a couple of trees and pulled the Grizzly without any issue, up the hill and tested it letting the winch out slowly back down. The winch Motor sounds strong and smooth, giving me no concerns.
tree and see about lifting it off the ground. I know, sounds crazy, and when will this actually apply, but why not. So I let out the winch cable and chucked it over a thick branch and around a tree, probably about 15 feet off the ground. (Don’t try this at home and wear safety equipment and protective gear!) I began to pull my 600 lb (dry weight) 2006 Yamaha Grizzly toward the tree, by engaging the winch switch I mounted on the left handle bar. As I got closer to the tree, the front end started to rise. I 
proceeded to pull the winch cable in and my quad up the tree. It was now about 70 degrees up in the air! I kept going until it was vertical and back tires off the ground! I forgot to get off…What a site…hung my quad off a tree…it was a first for me. I finally let it down after looking at it for a few minutes hanging there. By no means do I suggest for anyone to do something like this with their quad! Nevertheless, it’s a good test for me. I let out enough cable slack to get the hook to slide down toward me and unhook it. I inspected the cable, hook, winch, bracket, and frame. No issues at all. All looked great. At least I know that on my next run, this winch will pull my ATV without a problem.
This $199 Gorilla winch replaced my older Warn 2500 winch that I believe cost me upwards of $400 or so at the time. You would think that the cost difference would show in the product, but I really can’t tell you what the higher priced Warn will give you over the Gorilla. The Gorilla winch works very well and is definitely worth the money. I’ll be testing this winch out more on the trails and I’ll be sure to report back. Happy Trails!
There is no doubt the Raptor 250 was designed for younger riders. However with its lightweight design and 250 4 stroke engine the quad is definitely getting pushed beyond its limits in factory form. Unfortunately with any factory quad getting this type of use, it is bound to fail. Lone Star Racing has come to the rescue with a solution that provides an affordable chassis that will hold up to the abuse of the toughest riders and racing conditions. Our solution is this all new fully tig welded 4130 chromoly steel chassis. This chassis features two extra motor mounts on the bottom of the motor, stronger accessory tabs, pivot plates, shock mounts, as well as a removable sub frame. The tubing thickness was also increased in the critical stress areas to prevent the frame from twisting or cracking. The chassis weighs approximately 5 lbs more than the stock chassis but provides an abundance of strength. The chassis comes in your choice of powder coat color.
It’s been three months since Yamaha launched a free repair program for all Rhino models which included adding one-inch spacers on each of the rear wheels and removing the rear anti-sway bar. To prove that these repairs did nothing to take away from the Rhino’s off-road capability, we were invited to the San Bernardino Forest in southern California to test out the 2009 Yamaha Rhino 700 FI Sport Edition for ourselves.
The CPSC, in cooperation with Yamaha, did decide to issue a free repair program for the Rhino 450 and 660 and Yamaha included the Rhino 700 on its own. The CPSC believes these modifications “may help reduce the chance of rollover and improve vehicle handling in certain situations.”
Throttle response was instant and felt nice and torquey in the low end. That low-end power came in very handy throughout the day, especially when we were led over the toughest rock crawling section we’ve ever attempted in a side-by-side. We’re far from true rock crawling aficionados, but fortunately Yamaha Testing Supervisor Pat Bilosi was there to show us the right lines. From the driver’s seat some of these lines were concerning, but with a little faith, four-wheel drive, a fully locked differential and a press of the gas we got over everything without incident. We wouldn’t try it again on our own, but pushing the Rhino to the edge and coming through with a rapid heartbeat and big smile was an experience to remember.
Yamaha has a speed limiter on the Rhino 700 models set at about 40 mph. If you’re riding around tight, wooded trails or getting some work done on your property this is more than enough speed. However, for wide open desert riding or other high-speed applications this might be somewhat limiting. No need to fear, though, as a visit to a forum like Rhinotalk.net will help you find a solution or lead you to any number of aftermarket companies that can help you uncork your Rhino in a heartbeat.
After such a long, grueling day it’s safe to say the Rhino provides a reasonably comfortable ride. The seat provides good support and we didn’t suffer from “numb butt” at any point. Our only gripe is the seat belt would dig into our shoulder, but that may have been the result of aggressive driving. Still, one day we’d like to see somebody offer a four or five-point harness on a “Sport” specific unit.
Our Sport Edition proved to be an awesome trail riding companion. The fully adjustable piggyback shocks were great for hammering through rocky, rutted out trails at high speed and crawling over huge rocks at a much slower pace.
