Technical > Adventure Toys
Adventure Toys: Suzuki's King Quad
The New Sport-Ute Pocket Rocket: Suzuki’s All-New King Quad Offers a Sporty Personality and makes Enthusiasts Smile
I pick up most of my test vehicles from Ron Daniels, owner of Elkins Motor Sports in Elkins, West Virginia. Ron’s a great guy who always puts his customers first, and is a straight-from-the-hip shooter. When Ron tossed me the keys to the new Suzuki King Quad, he offered a warning with a mischievous grin.
“Watch out. The first time I hit the throttle I got it up on two wheels.”
Ron’s not one to exaggerate so I took his words seriously. A couple of days later I found out he wasn’t joking. The King Quad may be a utility-class ATV, but from a performance perspective, it’s a genuine hot dog.
The King Quad is Suzuki’s latest addition to a product line that’s blossomed over the last three years. First came the company’s fresh launch of the Vinson and Eiger models. Next came variations of both of these models, followed by last year’s introduction of the 700cc-class Twin Peaks. (a result of the company’s cooperative venture with Kawasaki) Now comes the release of the King Quad, which blends the best of the three aforementioned models and adds a handful of new features that help place this four-wheeler at the head of the pack.
There’s a lot of empty real estate in the front end of the King Quad, which likely contributes to the machine’s remarkable feeling of lightness. Note the high capacity aluminum radiator and electric cooling fan.
From top to bottom, front to back, inside to out, there’s scant little not to like about the King Quad. Most ATVs we test have their shining points, and some dull ones. To be honest, there’s not much here to put in the negative column.
Aesthetically speaking, the King Quad takes ATV styling quite a few leaps forward of industry conventions. There aren’t a lot of seams in the body work. This heavy emphasis on single-piece construction really cleans up the profile. Whereas some manufacturers seem to cobble their bodywork together, the King Quad’s skin is about as flawless as you can get for a vehicle of this size and operational complexity. The high-cut fender lines are downright sporty, and there’s no excessive plastic. In short, the King Quad looks...well...light.
The independent front suspension utilizes dual A-arms dampened by coil-over shocks. The shocks feature five-way preload adjustment to accommodate varying loads or riding styles.
And it’s not just the eyes which confirm this. The King Quad is light for a big-bore automatic 4x4. Dry weight is a sweet 602 pounds, which goes a long way towards promoting the vehicle’s impressive power-to-weight ratio. It takes you all of about 10 feet of trail to confirm this. I never thought that the term “lithe” could be applied to a full-size sport utility ATV, but it works here.
Suzuki has wisely taking the path so recently forged by rival manufacturers Polaris and Kawasaki to bring electronic fuel injection to its lineup. The 695cc single-cylinder engine borrows technology from Suzuki’s sport bike stable to deliver a high-output, whip sharp powerplant. This engine is a four-valve DOHC arrangement that has the cylinder canted forward by 48 degrees to lower engine height, lower the center of gravity, and drop the seat height by a hair. It is this engine configuration which takes partial credit for the King Quad’s excellent handling and balance. Like the other EFI-based ATVs we’ve tested recently and reported on these pages, the King Quad offers exceptional powerband performance and hassle-free starting, but it could stand to have the throttle come on a bit sooner. Aside from that little nick, the engine is a dream — never leaving you wanting for more muscle.
The rear aluminum housing is seated firmly within in the high-tensile steel frame. If you question the King Quad’s work credentials, realize that the receiver ball mount isn’t there to look pretty.
As with all the other automatic transmissions in the Suzuki ATV fleet, the King Quad comes with the heralded QuadMatic continuously-variable tranny. It’s yet another part of the drivetrain which offers no apologies. A two-speed subtransmission offers high and low ranges, and there’s the expected neutral and reverse, as well as a top-end engine braking system. Only two things cause our lips to tighten — the absence of a transmission parking gear and the placement of the shifter on the left fender. A parking gear should be a given on today’s high-end machines, and a right-side shifter placement only makes sense from an ergonomic standpoint.
The King Quad comes with three distinct drive settings that are selected through a switch mechanism located above the throttle lever. In 2WD mode, engine torque is sent to an aluminum rear assembly which contains the sealed, multi-plate rear brake system and differential.
A hefty stabilizer bar is partly responsible for the King Quad’s surefooted cornering ability. Behind it you can see the housing for the sealed rear brake assembly.
Being an independent rear suspension machine, the King Quad uses a completely new sealed braking setup unlike the solid axle/swing arm setups first seen on the Kawaski Prairie 650. We believe this is the first IRS use of a sealed braking system. The system slows rotation of both axles simultaneously without the need for outboard brakes which significantly reduces unsprung weight. The design also provides spot-on braking power no matter the conditions because the braking mechanisms are totally sealed from the elements.
When 4WD is required, you simply push a little red button on the handlebar and power is electronically directed to the front torque-sensing differential and on to the front wheels. Running a design similar to Yamaha’s On-Command drive system, the King Quad has a lever on the drive switch assembly which, when moved to the up position, locks the front differential. You don’t want to do much steering with the front diff in lock mode, but for getting up, over and through the really nasty stuff it does the job handily.
The storage box is located directly behind the fuel tank. There’s not a lot of room inside, but it is serviceable, waterproof, and easy to get to.
We mentioned that the King Quad has an independent rear suspension. This is a first for a Suzuki sport-utility model, and an upgrade we whole-heartedly welcome. It’s an I-beam rear design that incorporates an upper control arm and a lower A-arm on each side, plus coil-over shocks and a hefty anti-sway bar. Wheel travel is a plush 8.1 inches.
Up front there’s nothing terribly unique. The independent suspension is comprised of upper and lower A-arms topped with coil-over shocks. Wheel travel is an inch less than the rear, at 7.1 inches. Braking up front is managed by dual hydraulic discs featuring 200mm rotors and newly designed single-piston calipers. Of course, they’re hydraulically actuated, as is the rear brake.
The King Quad makes use of an independent rear suspension, comprised of an I-beam upper control arm and lower A-arm. As with the front, five-way preload adjustable shocks allow for a custom-tuned ride.
Moving past the hardware, the King Quad delivers a number of ergonomic pleasantries. One of the high points is the T-style seat first seen on the Vinson and Eiger models. It’s arguably the most comfortable tush-holder on the market today, and unless you’ve got an extremely delicate backside, it won’t leave you saddle-sore even after a full day of hard riding.
The floorboards feature a neat design. Their outer edge, has a highly tractable slip-resistant texture, and the recess of the floorboard provides for positive boot placement and promotes good mud/water drainage. The footpeg is prominent and offers a good grip. My only complaint was the floorboards seemed a little on the short side when I wore my clunky insulated rubber boots. They weren’t too short while riding, only when getting on and off the machine.
The King Quad makes use of an independent rear suspension, comprised of an I-beam upper control arm and lower A-arm. As with the front, five-way preload adjustable shocks allow for a custom-tuned ride.
As for storage space, the King Quad is no better or worse than most of its class competitors in terms of capacity. There’s a small cargo space in the right-side fender that’s big enough to hold...say...a Snicker bar (OK, so I’m exaggerating a...little). A larger, waterproof storage box is located in back, right behind the fuel tank. The real cargo work is handled by the front and rear racks.
A few more kudos go to the lighting and instrumentation. The cat eye headlamps are stylish and functional, and the pod-mounted driving light provides trail illumination no matter which direction the wheels are turning. Finally, the LCD display is easy to read and operate, and the ignition key is right smack in front of you on the console.
Digital instrumentation is always a nice touch. So is the front-and-center placement of the ignition switch.
On the trail, the King Quad may be the most fun-to-drive sport-utility model I’ve ever tested. Without a doubt the most appealing aspect of this ATV is, to me, its feeling of lightness. The suspension is plenty strong, so there is none of that lumbering, bouncy feeling you get from some of the larger machines. The unit delivers good traction, handles undulating terrain with surefootedness, and can negotiate obstacles without making you feel like you’re strapped to a water buffalo that’s trying to climb a rock ledge. Steering is exceptionally light, which inspires a lot of confidence when you’re having some spirited fun on tight trails. The King Quad is fairly light up front, and given the rear-mount fuel tank and torquey engine, weight transfer can quickly go from “OK” to “No Way!” if you aren’t paying attention.
Like my buddy Ron said, “Watch out.” The Suzuki King Quad may have sport-utility credentials, but you can bet the sport side is winning this personality conflict.
