A few months later Arctic Cat released 11 other new and updated off-road machines, including two power-steering equipped Prowlers – the XTX 700 EPS and XTX 1000 EPS. Power steering was also added to the big 1000 LTD ATV, as well as the utility-focused TBX 700 LTD.

Just when it looked like Arctic Cat was done introducing new and updated ATVs and UTVs for 2011 the Minnesota-based manufacturer unveiled three new models – the 350 and 425 4x4s, as well as the XC450i crossover. We’ll have reviews of all three of these newly release ATVs in the coming weeks, but in the meantime let’s take a brief look at the newest Cats.

350 4X4
With the introduction of the 2011 350 4x4, Arctic Cat says it expects to own one of the best selling segments in the industry. At $5,499, the 350 is the best value 4x4 in the Arctic Cat line-up and, according to Arctic Cat, retains more full-size features than its competitors.

The 350 4x4 features newly styled bodywork, including sculpted fenders, headlights and grille. Integrated full-length plastic floorboards are designed to enhance sure-footed traction. The seat is low for increased comfort and rider control, while Cat says the handlebar aids in steering precision and comfortable ergonomics.

Powering the 350 4x4 is a single-cylinder, air/oil cooled 366cc four-stroke engine that previously resided in the 2010 366 SE.
To keep you comfortable on the trails the 350 4x4 features dual A-arm fully independent rear suspension and double A-arm front, with preload adjustable shocks and seven inches of suspension travel. Kenda tires (24 inches front and rear) and 12-inch rims help provide 10 inches of ground clearance.

Standard equipment includes enlarged front rack to compliment the new bodywork and the rear SpeedRack offers dozens of accessory attachment options. A 2-inch receiver hitch, digital instrument pod and Start-In-Gear capability complete the package.

425 4x4
A slight bump up the power scale is the new 425 4x4, which carries a $5,999 price tag.
Arctic Cat sees the 425 4x4 going head-to-head with the Polaris Sportsman 500 H.O., which is available for an identical price.
The 425 4x4 shares many features with the 350 4x4, including the sculpted fenders, headlights and grille. It also shares the integrated full-length plastic floorboards, low seat and handlebar.

Designed for easy starting along with a smooth, consistent power delivery, the 425 4x4 is powered a 443cc, SOHC, liquid-cooled, single- cylinder, fuel injected engine for worry-free operation in any temperature or at any elevation.

Like the 350 4x4, this machine features with dual A-arm fully independent rear suspension and double A-arm front, with preload adjustable shocks and seven inches of suspension travel to go along with 10 inches of ground clearance.

Standard equipment includes an enlarged front rack to compliment the new bodywork and the rear SpeedRack offers dozens of accessory attachment options. A 2-inch receiver hitch, digital instrument pod and Start-In-Gear capability complete the package.

XC450i
Arctic Cat enters the crossover segment with its new XC450i 4x4. If this machine looks familiar that’s because it borrows heavily from the Kymco Maxxer 375 4x4 we reviewed a year ago. In fact, the same thing can be said about the 350 4x4 and 425 4x4 which both borrow from the Kymco MXU 374 4x4.

This unique crossover ATV is powered by the smooth, consistency of the potent 443cc, SOHC, liquid-cooled, single-cylinder, fuel-injected engine. We had a lot of fun when we tested out the Maxxer last year and there’s no reason to believe the more powerful XC450i will disappoint.

Like the other two new ATVs, this oen also features dual A-arm fully independent rear suspension and double A-arm front, with 5-way preload adjustable shocks and seven inches of suspension travel to go along with 10 inches of ground clearance. Unique to the crossover model is a rear-mounted swaybar that is designed to keep the rear of the XC450i planted during aggressive cornering.
An electronic 2WD/4WD switch on the right hand control makes going in/out of 4WD a simple process while the sport-inspired painted bodywork is designed to provide ample mud protection and is available in metallic black.

Standard equipment includes attractive, 12-inch cast aluminum wheels, 2-inch receiver hitch with a 1,050-lb. towing capacity, digital instrument pod and Start-In-Gear capability.

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2011 ARCTIC CAT 700 H1 EFI ATV POWERSTEERING $7,500.00 End Date: Saturday May-19-2012 9:06:39 PDT Buy It Now for only: $7,500.00 Buy It Now

2006 Arctic Cat 400 DVX ATV $1,950.00 End Date: Sunday May-20-2012 14:44:01 PDT Buy It Now for only: $1,950.00 Buy It Now

2007 arctic cat 250 2x4 utility atv $1,000.00 (3 Bids) End Date: Monday May-21-2012 8:24:03 PDT Bid now

2011 Arctic Cat 300 ATV Quad Great Condition Low Miles with Warranty $1,525.00 (7 Bids) End Date: Monday May-21-2012 13:14:39 PDT Bid now

2008 Arctic Cat 366 4X4 Used ATV Quad good Condition Low Miles $2,400.00 (14 Bids) End Date: Monday May-21-2012 13:14:39 PDT Bid now

2007 Arctic Cat 400 Manual Shift used ATV Quad Camo cover and chrome wheels $1,900.00 (16 Bids) End Date: Monday May-21-2012 13:14:40 PDT Bid now

Arctic Cat 550 GT TRV ATV $7,000.00 End Date: Monday May-21-2012 16:32:27 PDT Buy It Now for only: $8,000.00 Buy It Now | Bid now

2009 Arctic Cat TRV Crusier 1000 H2 EFI 4x4 2 up ATV NO RESERVE AUCTION $6,001.01 (27 Bids) End Date: Monday May-21-2012 18:00:00 PDT Bid now

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The first Bobcat utility vehicles were introduced in 2001, and with its third generation of models, these utility vehicles feature more power, greater capacities, improved ride and handling, and faster speeds. The line up benefits from a joint engineering partnership between Bobcat and Polaris to introduce utility vehicles that put work first.

The four models — the 3200, 3400, 3400XL and 3450– includes features ranging from two-wheel drive to the four-wheel drive, two to six passenger, and gas or diesel engines. The series ranges from 24.8 hp to 32 hp with top speeds up to 30 mph.

Operators can easily flip a switch to select from one-wheel (Turf Mode), two-wheel or four-wheel drive on the Bobcat 4x4 models to best match the driving conditions. When the front wheels are engaged in the 4x4 mode, all four wheels receive torque for maximum traction.

Maximum cargo box capacity is 1100 lb., and total vehicle rated capacity is 1600 lb. across the line up.
The 3450 model can be equipped with the RapidLink system. This features a 500 lb. lift capacity, 2’ lift height, and attachments including bucket, push broom, pallet fork and mower.

Since introducing their compact tractors in 2007, Bobcat expands the capabilities with an optional semi-synchronized (SST) gear transmission. The SST is available on Bobcat CT335, CT445, and CT450 compact tractors.

This transmission features 12 forward gears and 12 reverse gears with shuttle-shift capabilities. The SST transmission will provide optimal PTO output and efficiency. It is designed for high-demand rear PTO applications, and it will also excel in applications where a specific speed needs to be maintained for seeding or spraying.

The standard transmission for Bobcat compact tractors is a hydrostatic transmission.

The company has developed a new generation of AC motor controllers for electric vehicles which Polaris will use in the company's RANGER EV product.

Polaris, manufacturer of ATVs, Side-by-Sides, snow mobiles and motorcycles, will incorporate Sevcon's new Gen 4 motor controller in its 2010 RANGER EV Electric Side-by-Side vehicle.

The Side-by-Side, the first electric vehicle Polaris has created for off road, will be used worldwide for farming, ranching, hunting and recreational riding. It is fully plug rechargeable.

The Gen 4 controller supplied by Sevcon provides the vehicle's motor drive control - channelling the energy produced by the battery smoothly and effectively as well as integrating other functions including the throttle, direction, handbrake and other key switches. The Gen4 also channels recovered vehicle braking energy back to the battery to further extend vehicle range and efficiency.

Gen 4 is the most advanced range of controllers Sevcon has ever engineered. They have the smallest footprint in the industry for their power capability, enhancing the controllability and smoothness of the vehicle in which they operate. The high efficiency of the controller makes it possible to integrate into a very tight space without compromising performance.

They can be used in traditional AC motors and newer PMAC motors. The Gen4 range supports 24V to 96V nominal batteries systems and up to 700 A peak currents.

Dave Lamb, global applications engineering manager at Sevcon, said, "Polaris is a leader in ATV and Side-by-Side manufacturing. We've been developing a close working relationship with them for some time and are delighted that Sevcon Gen 4 motor controllers will provide the vehicle drive control for the RANGER EV."
The new all electric Side-by-Side is a first for Polaris and will fill a void in the current marketplace which has few capable, electric models available.

The unit represents the very latest in off-road electric vehicles and Gen 4 is an essential component of the technology being used.

Gen 4 represents the absolute latest design concept for compact and reliable controllers. They are compact, powerful, reliable and very rugged, which makes it possible to integrate them into very tight spaces, and tough environments like an ATV or Side-by-Side, without sacrificing performance. They have the smallest footprint in the industry for their power capacity.

Formed in 1962, Sevcon is a Nasdaq listed company (Tech/Ops Sevcon Inc 'TO'). It boasts an impressive roster of blue chip clients including many of the biggest utility, fork lift truck and powered access vehicle makers such as Toyota, Nissan, Ford, Hyundai, JLG and NACCO.

The performance of the new Polaris RANGER EV is unmatched in the mid-sized electric side-by-side class. Clean and quiet it has a top speed of 25 mph.

Other key features of the new Polaris vehicle include a 30 HP 48 Volt High efficiency AC Inducted Motor, On-Demand True All-Wheel Drive and smooth independent rear suspension. It also is rechargeable by plugging into a standard AC outlet.

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POLARIS 02 06 RANGER 4x4 6x6 DRIVE SHAFT U JOINTS $22.95 End Date: Friday May-18-2012 13:10:35 PDT Buy It Now for only: $22.95 Buy It Now

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2005 Polaris Ranger 500 4x4 ATV Heavy Duty Rear Right CV Axle $179.95 End Date: Friday May-18-2012 13:12:50 PDT Buy It Now for only: $179.95 Buy It Now

Polaris 250 Trail Boss 2x4 ATV Air Box Lid KN Filter 94 1994 $24.49 End Date: Friday May-18-2012 13:13:33 PDT Buy It Now for only: $24.49 Buy It Now

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POLARIS 2002 2005 2006 RANGER TM DRIVE SHAFT U JOINT $22.95 End Date: Friday May-18-2012 13:14:17 PDT Buy It Now for only: $22.95 Buy It Now

LOW OIL LEVEL SWITCH POLARIS ATV SCRAMBLER SPORT XPLORER XPRESS 300 400 $27.00 End Date: Friday May-18-2012 13:14:46 PDT Buy It Now for only: $27.00 Buy It Now

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Suzuki made vast changes to the already popular Z400 sport ATV. When we had our chance to look at it for the first time, there were plenty of reasons for us to be impressed. The biggest and most notable change was the introduction of a fuel-injected powerplant that caused many heads to turn. Suzuki claimed the engine put out a significant amount of power across the board, which left it beginner-friendly with options of upgrading in the future.

Another major change for the Z came in the form of a new suspension package. The front of the quad was widened by an inch and the shocks were sprung and valved in a way that was similar to that of the LT-R450. The reason engineers at Suzuki went in this direction was that in their research they found that the average Z400 owner/rider used this machine not only as a recreational trail or dune quad but also occasionally raced it. The Z400 has definitely proven to be competitive in the past, and Suzuki wanted to make a product that was a little more geared toward this group.

Anxious like a kid on Christmas morning, I threw my leg over the new Z with plenty of expectations to be filled. In the department of the engine, I was definitely happy. There was much more of a pull on the bottom and in the midrange of the powerband, which was exactly as claimed. The suspension department is where I felt the engineers' upgrades went in the wrong direction. In an attempt to make a recreational sport ATV that was capable of being raced, the suspension was made far too stiff and I felt it a bit unpleasant to ride. Although the front end was wider, the machine still felt tipsy, and the front end severely pushed in the corners and didn't track very well in rough terrain.

What To Do?
I thought long and hard about what I wanted this quad to do and where I wanted to do it. My first thought was to make a better handling trail machine but one still capable of racing a grand prix or motocross race. Since I'm stationed on the West Coast, keeping the machine narrow isn't so much of a necessity as it would be for racing on the East Coast. This meant I could make it even wider for good stability on some of the faster off-road trails that cover my local riding areas. Additionally, I wanted the controls on this machine to suit me a little more. The steering stem has been shortened this year, and at 6-foot-1 I want this quad to fit my frame a little better. Not that this is a big negative for the Z, because this is a mod that I usually end up having to make on all sport ATVs.
After all of the hype around the suspension upgrades I was relatively disappointed. Since the Z was released, it has been known as a great trail machine with race possibilities, but redesigning it to be more of a racer out of the box took away its comfortable trail riding characteristics. That's when the wheels in my head began turning to figure out what needed to be done to make this new and improved machine better than ever. I presented myself with a challenge and was ready to take it on.

With suspension being my primary focus, I turned to a company that has been in the business for many years and in my eyes understands suspension like no other. Doug Roll of Roll Design has been making ATV suspension for years, and his products have been seen on almost every factory race quad at one time or another. I explained to him what my goal was for this Z, and he set me up with one of his Lobo II long-travel suspension kits. Not only would this kit widen the track of my Z to 50 inches, but it would also increase the wheel travel and overall handling on all terrains.

Doug wanted to ensure that this suspension would work at its best, so he handled my shock setup on this project as well. He made a call to Martin Lamoureux at Elka Suspension and ordered a set of its Elite front and rear shocks. These shocks are some of the best on the market and feature high- and low-speed compression, rebound and preload adjustability so you can fine-tune your machine for deep whoops, large jumps or for a lazy day out on the trail. The box for the rear shock also featured Elka's replacement shock linkage, which offers more wheel travel, improved geometry and better progression throughout the travel than the stock unit.
With the suspension being handled, I was ready to address the issue of controls. To simplify my list of components, I also went with a Roll Design +1 anti-vibe steering stem and a set of its oversize handlebar clamps. This combination with a Renthal Twinwall bar put the controls right where I needed them to be. To keep the bar from being jerked out of my hands in hostile terrains, I also opted to mount a GPR low-boy steering stabilizer. After a long day out on a rough track or trail, your arms really appreciate this feature. Finally, rounding off my list of parts that I could acquire from Roll was a complete set of wide footpegs, nerf bars and heel guards. The nerfs are a must if you ever decide to do any sort of racing, and the combination of footpeg and heel guards ensures that your feet never leave the quad.

To round out the stability of this quad, an adjustable rear axle was added to the list. For this part, a call was put in to Team Industries for one of its Firestick axles. Not only are these axles wider and offer adjustment from +1 to +2 per side, but they're also significantly stronger and less prone to break upon harsh impacts. So far the project is right on track for being transformed into what I would consider a great trail machine.

While I did claim the engine had plenty of power for a stock machine, I'm always open to getting a little more. I opted to run a Duncan Racing Fat Boy 4 HQ exhaust system in conjunction with a Pro Design Pro Flow filter kit and Two Brothers Juice Box EFI programmer. I've always been a fan of the Fat Boy 4 because of its looks and quality, and the HQ is longer than the standard model to help decrease sound and keep our riding lands open. The Pro Design Pro Flow comes with a billet flange, K&N filter and Outerwear that allows more air in to make even more power and better air filtration.

The Two Brothers Juice Box was used for two reasons. First, at the time of this build Duncan Racing did not yet have its own model ready. Second, I wanted to show the versatility of the Juice Box. While the unit already comes preprogrammed for Two Brothers' own exhaust, I was able to adjust the fuel mapping for the Duncan exhaust system and have the Z running at peak performance with minimal effort. If you have one of these quads with an exhaust system already on it but don't have the fuel controller, make sure you get one of these. They're simple to install and increase the performance gains you will see.

Getting the power to the ground was done through a set of Renthal chain and sprockets as well as a set of new ITP Holeshot SR tires mounted on T-9 Pro Series Baja front wheels and T-9 Trac-Lock beadlock rear wheels. The SR-model series of tire offers the great performance of the tried-and-true Holeshot while including the benefits of a radial tire. The front wheels have a reinforcing ring welded on so I'll be less likely to bend a rim, which I'm definitely known to do. The beadlock on the rear keeps the wheel from coming off the bead while running lower pressures and provides more strength as well. The combination of these parts should not only perform well, but also give this machine a very unique look. A set of genuine Suzuki skid plates was added to protect the frame, link and swingarm and I was finally ready to roll.

Trail Tested!
To give all of these parts a good punishing, I went to a testing area in the mountains east of San Diego, California. This location had everything from windy boulder-laden trails to fast, high-speed straightaways that'll test every aspect of this machine. As soon as I sat down, the change in height from the steering stem and handlebar felt great and was as welcome as the cushy seat and cover from Quad Tech-ATV. A quick push of the start button and a throaty roar came from the exhaust. I was defiantly ready to hit the trails.
The power felt from the modifications to the exhaust and intake systems was definitely noticeable. What used to be good on this stock motor was now great, and the quad felt closely comparable to a stock 450-based ATV. Throttle response was instant and led into a strong pull that never seemed to flatten out. As I was pleased with the results of those modifications, I was ready to see if my suspension upgrades would give the same results.

The first trail I veered down started with a series of high-speed flat and banked turns with the occasional off-camber downhill. As I blazed down the path, the quad went exactly where I pointed the bar and my previous complaints of an ill-handling machine were now nonexistent. The front end never pushed, but stuck to the ground and allowed the Holeshot SRs to bite into the ground and give me a feeling of being on a roller coaster at Six Flags. The plushness of the suspension along with the wide track made this a very predictable handling machine that did exactly what you wanted it to.

As I proceeded down the trail I came across obstacles that could give even the best GNCC racer a tough time. Although I didn't go through as fast as they probably could, the nimble Z hammered through with no problem. The ITP wheels and tires definitely took a beating through sections like this, but that is why I went away from the stock rubber to a good set of quality four-ply tires like the Holeshot SRs. All in all, I was thoroughly impressed with the way this machine turned out.

The End Result
Just because a manufacturer comes out with a "new and improved" model doesn't necessarily mean that it works as good as it should. Sure, the engineers at Suzuki had all of the best intentions when they revamped the Z400, but some of their ideas went too far in one direction, which made a machine less of what it was known for: a sporty ATV that is suitable for all skill levels and riding styles.
What I proved with this project is that with simple modifications this machine is capable of being a formidable race ATV while still being a capable trail machine. Although with the mods we've done it isn't the best choice as a GNCC racer because of its width, I'm sure it could still hold its own. For anything held on the West Coast, I wouldn't have a second thought about lining up for a GP or MX race on this machine. It's not as fast or powerful as a 450, but it can definitely outhandle some of those machines on the track.

+ Precise steering and great power for beginner or experienced riders
High-quality parts empty the wallet faster -
= An excellent trail machine that’s capable of taking on a
challenging racecourse
Suzuki Z400 Build - From Sport To Sporty
PARTS: Project Z400
Roll Design: 760/731-5920; www.rolldesign.com
Lobo II MX A-arm kit: $1395.95; +1 in. anti-vibe steering stem: $349.95; bar mounts: $89.95; nerf bars: $199.95; heel guards: $179.95; footpegs: $199.95; Intimidator front bumper: $129.95
Elka Suspension: 450/655-4855; www.elkasuspension.com
Elite front shocks: $1780; Elite rear shock: $1045; rear linkage: $275
Duncan Racing: 619/258-6306; www.duncanracing.com
Fat Boy 4 HQ exhaust: $649; Crown Series brake lines, front: $109.50, rear: $39.95
Pro Design: 714/534-0620; www.prodesignracing.com
Pro Flow kit with K&N filter: $129.95
Renthal: 877/736-8425; www.renthal.com
Twinwall handlebar: $119.95; sprockets, front: $25.95, rear: $64.95; R4 ATV Z-ring chain: $114.95
GPR Stabilizer: 619/661-0101; www.gprstabilizer.com
Low Boy stabilizer: $450
ITP Tires: 909/390-1905; www.itptires.com
Holeshot SR 21x7-10 front tires: $69.95 ea.; Holeshot SR 20x10-9 rear tires: $79.95 ea.; T-9 Pro Series Baja front wheels: $94.95 ea.; T-9 Trac-Lock beadlock rear wheels: $159.95 ea.
Works Connection: 530/642-9488; www.worksconnection.com
Elite clutch perch: $139.95; engine plugs: $39.95; block-off plate: $19.95; rotating bar clamp: $27.50; front reservoir cap: $29.95
Quad Tech-ATV: 949/859-7823; www.quadtech-atv.com
Z400 seat cover: $125; SPS shock protectors: $145
Team Industries: 218/844-3283; www.team-ind.com
Firestick axle: $449

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NEW 2012 Suzuki QuadSport Z400 LTZ400 LTZ 400 EFI ATV white or military green $6,735.00 End Date: Sunday May-20-2012 7:45:11 PDT Buy It Now for only: $6,735.00 Buy It Now

The first thing you need to do is take a trip down to your local ATV dealership. Not only will you be able to look at and try out different models, but you can talk to the dealer for information as well. Don’t be intimidated about asking questions; salespeople are there to help - and also to make a sale. If you don’t like the service at one dealership, visit another.

A good idea is to try to rent a particular model before you buy. Renting an ATV for a weekend is a smart thing to do if you plan on having a child as a passenger on your ATV. So many times, a child will want to try a new hobby only to discover they don’t like it on the first day. There are some adults like that also, so if you’re unsure whether or not an ATV is for you, then do try renting one first for a test run before you sign the final papers to purchase.

Currently, there are two types of ATVs on the market: Sport and utility. Some ATV models claim to be hybrids of the sport and the utility models. The utility ATV will have racks on the front and rear of the vehicle, while a sport model will have no racks. A hybrid model might have a rear rack only. The type of ATV best for a hunting, fishing, or camping trip would be a utility ATV. Those activities involve hauling a lot of stuff in and out of the bush, and you will need front and rear racks. Sport ATVs are for trail riding or racing and will usually have more speed available, as well as bright colors for high visibility on the trails.

Engine type is also another consideration. Two stroke engines have a system where they lubricate themselves by burning fuel. There is a specific gas-to-oil ratio mix used in order for the vehicle to run properly. A few models require that the oil reservoir be refilled every five or six tanks of gas. Noise is also a major drawback, a by-product of higher RPMs. Two-stroke engines are fading from popularity as technology improves, and more people lean towards the clean-burning four-stroke engine. Four stroke engines are quieter and are more fuel efficient than their two-stroke counterparts.

The automatic clutch is another feature that might cause some confusion. An automatic clutch requires putting the ATV into the appropriate gear when the engine hits the corresponding RPM for that gear. An automatic clutch does not mean an automatic transmission. Models with an automatic clutch will not have a foot peg for shifting; instead, there is a shifter for your left thumb on the handlebar. An ATV with automatic transmission has its drawbacks as well, as in order to have the machine engage the auto transmission, the driver must maintain a certain number of RPMs. This can be a problem when climbing steep, rocky terrain.

Another question is whether you need two-wheel or four-wheel drive, otherwise known as “two by two” or “four by four”. A two-wheeled drive vehicle has the rear wheels do all the work and push the vehicle along, whereas a four-wheel drive employs all four wheels to provide better traction. Four-wheel drives do cost more, but are good for extra traction in particularly tough terrain. Newer machines on the market will allow for “on-the-fly” four-wheel drive, where the four-wheel drive is engaged as needed.

Finally, there is the choice of a drive shaft, chain, or belt drive. All three methods of drive are good ones, but an enclosed drive shaft seems to make better sense for various types of terrain. With a chain or a belt drive, there is always the risk of snapping the chain or the belt while out on the trails, and then you might have to do some emergency repairs. In the end, the shaft drive will pay for itself with lower maintenance.

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2011 Can Am Renegade 500 ATV 4X4 2011 $5,300.00 (11 Bids) End Date: Friday May-18-2012 16:38:06 PDT Bid now

2008 BAD BOY BUGGY 4X4 ALL ELECTRIC ATV $387.00 (19 Bids) End Date: Friday May-18-2012 19:00:00 PDT Bid now

TWO 110cc SCORPION Youth ATVs Sport Quads w 7 Tire 4 wheelers +2 Helmets $1,399.00 End Date: Saturday May-19-2012 1:42:10 PDT Buy It Now for only: $1,399.00 Buy It Now

ATV Honda TRX250R $2,500.00 End Date: Saturday May-19-2012 7:38:56 PDT Buy It Now for only: $2,500.00 Buy It Now

ATV Honda TRX250R $2,500.00 End Date: Saturday May-19-2012 7:50:17 PDT Buy It Now for only: $2,500.00 Buy It Now

2011 ARCTIC CAT 700 H1 EFI ATV POWERSTEERING $7,500.00 End Date: Saturday May-19-2012 9:06:39 PDT Buy It Now for only: $7,500.00 Buy It Now

You don’t earn a national championship title in the most competitive ATV MX racing series on the continent without building something special. Suzuki not only built a title-worthy machine for Dustin Wimmer, but the Japanese OEM has formed a platform of racing technology over decades of development that culminated in the 2009 championship. Wimmer has been able to put his Yoshimura Suzuki QuadRacer R450 to good use and is now the two-time defending AMA ATV Pro Motocross champion.

In 1985, Suzuki shocked the powersport industry by unveiling the world’s first high-performance four-wheeler. Up until that point, it was all about the three-wheelers. The Quadracer 250 helped lay the groundwork for where we’re at now. It wasn’t long before people were racing and dominating at the local level, as well as National and Mickey Thompson events. In 1986, Gary Denton took his first National title aboard a new high-performance quad. Fast forward to 2010 and Suzuki has virtually swept all forms of racing, so when Suzuki called us to see if we wanted to take Dustin Wimmer’s championship-winning QuadRacer R450 for a spin, we literally jumped at the opportunity. Suzuki’s premier sport ATV has served as an industry standard for motocross-specific equipment. The QuadRacer is bad enough in stock trim, but the chance to ride the best bike in the country for two years running wasn’t something we’d ever pass up..
The MotoUSA team headed to Milestone Raceway in Riverside, CA to meet up with Yoshimura team manager Kory Ellis. Ready to go with a fresh set of plastic and new tires, we could hardly wait to put in a few motos in on the champ’s bike. One of the first things we noticed was just how low to the ground the R450 was. The bike has only 9.4 inches of ground clearance stock but before even riding it, we knew that this thing would handle like it was on rails. Letting our eyes devour this exotic ride in a very unsavory way, it’s apparent that the 22-year-old Wimmer needs some added components to pull off his title-winning aggression. Pro Armor provides nerf bars and the front bumper while skidplates on the front and rear frame sections are made by Quad Tech. The same goes for the nosepiece, seat foam and cover, shock cover and wiring guard – all QT products.

Crack the throttle and instantly the boost generated by the four-valve engine gives it away as a serious moto weapon. No electric start here. Yoshimura installed a kick starter to shave off seven pounds, plus the added benefit of less spinning weight on the flywheel for quicker engine response. On the first kick, the champ’s bike came to life with a serious growl and we made our way to the entrance to the track. It was game on!

The acceleration of the Yoshimura-tuned 450 was, to say the least, impressive. Yosh uses its Stage 3 porting and cams. Hinson noted that it’s very calm in the low rpm but was amazed with the level of tractability and pull throughout the rev range. The fuel-injected motor never stopped pulling and Wimmer uses the Yosh Peripheral Interface Module (PIM2) to ensure perfect fueling throughout the powerband. Of course, Yoshimura is known for its exhaust pipes, and the QuadRacer has the titanium RS-5 muffler with custom Ti head pipe. To handle the abuse of high-temp riding, CV4 radiator hoses are clamped on and Hinson Clutch Components are stuffed inside the right-side cover. A basket, pressure plate, inner hub and BTL slipper-clutch kit are all installed underneath the virtually indestructible clutch cover. Combine the hard-charging, smooth motor with pillow-top suspension and it’s difficult to know just how fast you’re going until it’s time to slow down for a turn.
Squeeze the front brake lever mounted on the oversized CR-mid bend ProTaper handlebars and steel-braided Galfer lines channel fluid to Galfer pads and rotors held in stock calipers. The brakes are strong enough to do the job, but our testers were more focused on other aspects of the bike, like the suspension.

Contributing to the aggressive stance are long-travel JB Racing A-arms. The Yosh team powdercoats them black to match the color scheme, but they do much more than add good looks. Mated with Fox Racing Shocks’ top-of-the-line Float X Evol suspension, the front end garnered rave reviews from our tester, Bryan Hinson. Extremely planted in the corners, the front half of the bike never gets out of sorts. The dual air chambers are masterful at handling small chop, uneven stutters and ruts. Equally as impressive are their ability to soak up jump faces and landings regardless of how hard or uneven they are. A Precision Pro model steering stabilizer helps further separate the rider from track nasties. The result is a machine that not only has the ability to go fast anywhere on the track, but makes the rider confident to attack every obstacle.

“Suspension-wise this bike is awesome,” said Hinson. “It soaked up everything I made a mistake on... It made up for every inconsistent part of my riding style.”
The Fox Podium X rear shock kept the center of gravity low while maintaining travel. Again, the suspender was excellent on all areas of performance. The Podium X uses dual-speed compression, a remote reservoir and a 47mm steel shock body to ensure compliance at all times. It bolts to stock linkage and a JB Racing swingarm which has the same length as stock.

As with any race bike, weight saving was an important goal for the factory Suzuki squad. All of the parts used on the Number 1 machine are as light as possible while offering the strength and durability required for the most brutal motocross conditions. Titanium wheel hubs and studs on the rear are a good example. Even with the added protection, extended A-arms, beefier tires and nerf bars, the team says Wimmer’s R450 is lighter than a stocker.

The Maxxis RAZR MX tires spooned on DWT Rok-Out wheels with rear beadlocks combined with perfect dirt at the Milestone track, the QuadRacer was hooking up so hard it felt like your arms were going to come out of their sockets. Jumping was very relaxed; the center of gravity was amazing. The quad did everything we wanted it to do - flying straight and level, powering hard but not overly aggressive from corner to corner and supplementing rider skill with exceptional suspension. It’s not hard to see how Wimmer has taken back-to-back championships with equipment like this at his disposal.