rocks and slam through ruts. Suzuki’s
power steering also provides good
steering feel; it’s not over-assisted.
HOW DOES IT HANDLE?
It’s nimble for a big-bore 4x4. As on
most machines with independent rear
suspension, there’s a fair amount of
body roll, but the Suzuki has an easy,
surefooted feel on twisty trails, and it’s
calm and stable on faster open terrain
and dirt roads.
Like other big-bore 4x4s, the
KingQuad is roomy, but its overall
dimensions aren’t as huge as some,
which makes it easier to maneuver,
especially in tight conditions. At 672
pounds full of fuel, the 750 is light
compared to big 4x4s from Arctic Cat,
Polaris and Can-Am, which weigh
almost 100 pounds more. The lack of
heft definitely does good things for the
Suzuki’s handling and feel.
HOW IS IT IN WATER AND MUD?
The KingQuad is ready for the worst
deep water and mud, but its tires are
more at home on hard ground. The
750 pulls hard enough to slog through
deep mud bogs, and the locking front
differential makes sure all the power
gets to the wheels. The all-terrain Duro
tires on the 750 give away quite a bit
of grip and momentum in slick, sloppy
mud. Fortunately, there are a vast
number of more aggressive aftermarket
tires available from companies like
AMS, High Lifter, CST, GMZ, Maxxis,
Slasher and ITP. A rev limiter cuts in
around 20 mph when the front diff is
locked, but you can let the engine wind
out in standard 4WD mode.
HOW DOES IT HANDLE HILLS?
The KingQuad 750 can be the king
of almost any hill you choose. As long
will wheelie when you want it to,
and you can feed the power to the
ground smoothly to maintain traction
in technical situations.
The engine management system’s
slip control logic doesn’t detract from
the fun of playing with the 750’s power.
You can powerslide the machine
around turns, or roost your buddies at
will if you want to. We purposely looked
for slick conditions to feel the slip
control logic working, but we couldn’t
detect a difference between the new
KingQuad and others we’ve ridden.
WHAT KIND OF SUSPENSION DOES IT
There are double A-arms up front
and A-arms and control arms with
a sway bar in the rear. The front
and rear shocks are spring preload
adjustable. Like other Japanese ATV
manufacturers, Suzuki uses semi-long-travel suspension to limit body roll.
There’s 6. 7 inches of movement up
front and 7. 7 inches in the rear.
HOW WELL DOES THE SUSPENSION
The KingQuad’s suspension is tuned
for comfort at a reasonable trail-riding
pace, and it does a great job at that.
We motored through lots of seriously
chewed-up terrain, and the suspension
took the beating while we enjoyed the
ride. The Suzuki’s suspension handles
high-speed riding well, too, but big
bumps bottom it more often than
machines with more travel.
IS SUZUKI’S POWER STEERING WORTH
THE EXTRA DOUGH?
Yes. Electronic Power Steering (EPS)
is a $600 option on the KingQuad 750,
but it doesn’t only lighten the steering
effort; EPS also makes the Suzuki
smoother on punishing trails because it
dampens some of the kick that comes
through the steering as the wheels hit
Rather than a single long
cam chain, the Suzuki’s
four-valve head uses a
combination of chain and
gear drive for more precise
cam timing and to reduce
Spring preload-adjustable shocks and double
A-arms give the Suzuki 6. 7 inches of plush
travel. Power steering dampens the kick back
bumps sent to the handlebars to add an
extra measure of smoothness.
The KingQuad’s ergonomics feel natural and
fit right, and the seat’s shape and softness is
as the tires can find traction, the Suzuki
has the power and balance to conquer
climbs that will scare most riders away.
With the front differential locked, the
Suzuki claws its way up rocky, hard-packed hills with amazing security.
Good brakes and smooth,
predictable engine braking make
motoring back down hills stress-free.
The sealed, oil-cooled rear brake
lacks the feel and power of good