MACHINE TEST: 2016 Suzuki KingQuad 750 Power Steering

Thanks to its new truck-like front end, there’s no mistaking the 2016 KingQuad 750 for last year’s. Under the bodywork, the Suzuki is unlike most other 4×4 ATVs too, and it’s less expensive than last year’s.

HOW DIFFERENT IS THE 2016 750 FROM THE 2015?
There’s the new front end, new bodywork with easy access to the oil dipstick, new more aggressive Carlisle AT489 tires replace last year’s Dunlops, and a new Matte Black Special Edition. Prices on all 2016 KingQuad 750 models are $300 less than last year’s too.

IS THE ENGINE DIFFERENT?
It’s the same as the 2015 KingQuad 750, but at 722cc, it’s the largest production single-cylinder ATV engine in the world. You’d think an engine with one giant piston would vibrate annoyingly, but it’s uncommonly smooth, thanks to dual counterbalancers and automotivelike rubber engine mounts. It also has double overhead cams, technology usually reserved for sport quads and high-performance UTVs. The ignition is unusual too. This four-valve single has two spark plugs, which makes the engine run smoother and makes more power while using less fuel than the previous single-plug engine.

HOW DOES COST COMPARE?
At $9199, the KingQuad 750 power steering’s price is different than most other 700/750-class power-steering 4x4s. There’s also a non-powersteering version for $8599. Yamaha’s 2016 Grizzly 700 EPS starts at $9699, and the new Yamaha Kodiak 700 EPS is just $8199. The Kawasaki Brute Force 750 EPS goes for $9999. The KingQuad 750 Power Steering Special Edition is $9599.

IS THE TRANSMISSION DIFFERENT?
In some ways. The KingQuad 750 has a belt-type, continuously variable, fully automatic transmission—the most popular kind on big 4x4s—but there are a couple of key differences. First, there’s a centrifugal clutch before the primary clutch. It spares the belt most of the abuse of hard riding and provides smooth, natural-feeling engine braking to all four wheels when you’re in 4WD. Second, the shift-lever action is smooth and positive, like you’d expect in a nice car or truck, not stubborn and vague as on some ATVs.

IS THE 4WD SYSTEM DIFFERENT?
It’s different than some. Like most, it offers selectable 2WD/4WD and front differential lock. On the Suzuki, you choose when the front differential locks. Polaris’ and Can-Am’s systems lock the front differential automatically. Both types work well. Some riders prefer manual front diff-lock control, others like automatic systems. Differential lock provides incredible traction, but it also adds steering effort. On the powersteering-equipped KingQuad 750, you may not even notice it.

HOW FAST IS IT?
The 750 is a true muscle quad. It accelerates like a sport quad and can do 70 mph if you have the room to let it run.

HOW DOES THE POWER WORK ON THE TRAIL?
It’s strong and responsive without being overwhelming. The 750 pulls hard when you want it to, and its huge reserves of power let you relax when there are big climbs ahead, but it’s easy to control when the conditions call for it. Machines in the 700-to-750size range are very popular because of their balance of performance and manageability, and the Suzuki is one of the best in the class.

HOW IS THE SUSPENSION?
It’s impressively plush for slower exploring speeds, and there’s enough bottoming resistance to handle fast trail riding too. There’s nothing groundbreaking about the independent front and rear suspension, but the shock settings are just what they should be for most riding conditions. If you like to carry lots of gear with you on trail rides or do other heavy hauling, the front and rear shocks are spring preload adjustable. The Suzuki’s power steering also contributes to the smooth ride by damping the kicks bumps normally send through the steering.

HOW DOES IT HANDLE?
It’s agile and easy to handle for a big machine. The Suzuki’s relatively light weight helps. It’s almost a hundred pounds lighter than some big 4x4s, so it’s more willing to turn and slow down than heftier machines. The KingQuad is roomy, but its overall size is more compact than some big 4x4s, which gives it a more manageable feel and helps it maneuver better in tight trails. Suzuki’s power steering lightens the steering effort without taking away steering feel, so you feel securely in control. There’s some body roll in hard cornering, but that’s typical on big 4x4s.

HOW DOES THE KING DO IN THE MOAT?
The KingQuad 750 is as capable in mud and water as it is everywhere else on the trail. Having tons of power is always handy in deep crossings, and the Suzuki’s 4WD system gets it to the ground well. For all terrain tires, the 2016’s Carlisle AT489s get a good grip in slick conditions. The 750 has 10 inches of ground clearance to defy deep mud and ruts, and the engine and transmission intakes are high enough for headlight-deep excursions.

IS IT KING OF THE HILLS?
Challenging climbs are definitely part of the KingQuad’s domain. Tractable power and excellent weight distribution provide plenty of control on the way up. Strong, predictable engine braking provide the same confidence on the way down, though the sealed rear brake doesn’t have the same power or feel as the dual rear discs on a Grizzly 700.

HOW ARE THE DETAILS?
Some are better than ever, and one old favorite is missing. The KingQuad 750’s refinement and attention to detail make it outstandingly pleasant to ride. It’s very smooth-running and quiet, and all the controls have a smooth, light, high-quality feel. The seat is great, and you can reach one of the two storage compartments without even getting off it. For 2016, the engine oil dipstick is right out in the open instead of behind a cover. There’s one step backward for 2016 too—the handlebar-mounted headlight previous KingQuad 750s came with is gone.

WHAT IS OUR FINAL ANSWER?
Except for the missing third headlight, the 2016 KingQuad 750 is the best version of one of the best 750 4x4s around. All big-bore 4x4s have power, but the Suzuki’s refinement makes it special.

SPECS
SUZUKI KING QUAD 750 POWER STEERING
ENGINE/TRANSMISSION
Engine type .. Liquid-cooled, DOHC, 4-valve, 4-stroke
Displacement ……………………………………… 722cc
Bore x stroke …………………………104mm x 85mm
Compression ratio ………………………………..10.0:1
Lubrication system …………………………. Wet sump
Fuel metering ………………………………………….. EFI
Starting/back-up ………………………….. Electric/none
Starting procedure ………… In neutral or any gear w/ brake engaged
Choke …………………………………………………… N/A
Air filter access ……. Remove seat, 2 clips on airbox
cover and wingnut on filter
Transmission ……Fully automatic, dual-range CVT w/ reverse and engine braking
Reverse procedure………Move range selector to “R”
Drive system ……. Selectable 2WD/4WD w/ lockable
…………………………………………….front differential
Final drives f/r ……………………………….. Shaft/shaft
DIMENSIONS/ CAPACITIES/WEIGHTS
Fuel capacity …………………………………….. 4.6 gal.
Wheelbase ……………………………………………50.6”
Overall length/width/height …………. 83.3”/47.6”/49”
Seat height …………………………………………..36.2”
Ground clearance ……………………………………10.2”
Wet weight ……………………………………….. 672 lb.
Rack weight limits: f/r …………………. 66 lb./132 lb.
Hitch ……………………………………………………. Yes
Towing limit………………………………………. 1250 lb
ROLLING CHASSIS
Frame …………………………………. Round steel tube
Suspension/wheel travel:
Front …………………………….. Double A-arms/ 6.7”
Rear ………………………………A-arms, J-arms/7.7”
Brakes/actuation:
Front ………………..Hydraulic discs/right-hand lever
Rear .Cable-operated, sealed, oil-bathed multi-disc/ left-hand lever, right-foot pedal
Parking brake ……Lever lock on left hand brake lever
Tires:
Front ……………………….. 25×8-12 Carlisle AT489
Rear ………………………. 25×10-12 Carlisle AT489
ELECTRICAL
DC outlet ………….Waterproof automotive-style plug
Lighting:
Front ………. Two 30W fender-mounted headlights, one 40W handlebar-mounted headlight
Rear ………………………………Single tail/brake light
DETAILS
Instruments Speedometer, odometer, trip odometer, hour meter, fuel gauge, clock
Colors ………………………………………….Red, green
Minimum recommended operator age ……………..16
Suggested retail price ……………………………$9199
Contact ………………………. Suzuki, (800) 828-RIDE