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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Suzuki Z400 Four Wheeler Quad Yellow New Condition    US $3,800.00

2006 Suzuki Z400 Quad in very good condition    US $1,500.00

NEW 2009 SUZUKI QUADSPORT Z400 LTZ400 QUAD SPORT SALE    US $4,695.00

Z400 SUZUKI    US $2,000.00

2005 suzuki z400 very clean    US $3,600.00

2009 Suzuki Quad Sport400 RED LTZ400Z Sport Quad    US $5,323.00

2004 DVX400 LTZ400 Z400 Suzuki Arctic Cat    US $3,250.00

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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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2005 Honda 400EX 400 EX Reverse TRX 4 wheeler ATV four    US $1,300.00

Bombardier Traxter 500 4X4 ATV 4 Wheeler Needs Work    US $1,009.99

Polaris Sportsman 450 ATV Very Nice NO RESERVE like 500    US $3,200.00

Honda Big Red ATC ATV Vintage 250cc 1985    US $3,200.00

Yamaha Grizzly 660 No Reserve    US $3,600.00

2000 Honda FourTrax 300 ATV    US $1,350.00

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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.

One of the easiest ways to tailor your quad to local riding conditions is to simply change how you grip the ground. There is a large variety of tires on the market that are made for extreme mudding, sand, and all out speed over any terrain. The most obvious factor you can change about your tires is the tread pattern. Mud tires will typically have a deep, well-spaced tread with a lot of surface area, which allows it to push against slippery mud. Although tread pattern comes into play when playing in the mud, so does sidewall strength and tire thickness. A mud tire with a thicker sidewall will give you more consistent performance when you’re axle deep in sludge. Many people find that lighter rims also give them a slight edge in the mud. Like mud, getting through sand is made much easier with tread that can push and grab a lot of sand. However, if you’re trying to get faster, especially through the corners, you might benefit from a knobby open-patterned tire that is designed to grip trails without deep mud pits. You can also get tires to make the ride a little softer or give you a firmer grip, but the tires only affect how you grip the trail. Sometimes it’s necessary add some muscle to your quad to get the performance you’re looking for.

Although there were once many people who would change sprockets to get more low-end power or top-end speed out of their quads, most of today’s quads have balanced gearing based on weight, engine power, and what it was designed to do. Many riders find that tinkering with sprockets don’t change their quad’s performance characteristics as much as they’d like, and instead turn to performance modifications to squeeze more power from their ride. Although you can go deep into your engine and change cams and other parts that will make your engine even more stout, you can get noticeable results from more affordable and less complicated modifications.

The easiest way to get more power from your quad is by adjusting the airflow through your engine. Simply changing the intake on your quad will give you an increase in power because you force more oxygen into the combustion chamber. Switching to a less restrictive exhaust will get more power to your wheels since the engine doesn’t have to work as hard to breathe. Headers are another bolt-on modification that will let your engine work more efficiently and add power to your quad.

One popular modification that makes it possible to take on really deep mud holes is a snorkel kit and exhaust extension. A risk you run when diving into mud is that you will suck some mud through your intake, or it will enter your engine through your exhaust. Getting mud or water in your engine will shut it down in a hurry and may require a trip to the shop to get all the water out of your engine. A snorkel kit may be necessary to get through some mud holes you encounter when riding.

Regardless of what kind of quad you ride, with the horde of new ATV’s that come out year after year, sooner or later it will fall to the middle of the pack. The good news is that aftermarket parts are also getting better all the time, which allows you to custom tune your quad without breaking the bank.

Yamaha Motorcycles,a leading maker of ATV and Side-by-Side (SxS) vehicles, reminds outdoorsmen and women that National Hunting and Fishing (NHF) Day is coming up on September 26. Yamaha is a proud sponsor of NHF Day and is giving away a 2009 Grizzly 550 FI ATV with Electric Power Steering (EPS) to support the cause. The sweepstakes runs through the end of October.
"Yamaha is in the outdoors year round, but National Hunting & Fishing Day gives us a special opportunity to show our support for outdoorsmen and women across the country," said Steve Nessl, marketing manager for Yamaha's ATV/SxS group. Through its relationships with organizations such as Ducks Unlimited, Safari Club International, Buckmasters, NWTF and NHF Day, among others, Yamaha is a continued supporter of conservation efforts for outdoor recreational enthusiasts.

Scheduled annually on the fourth Saturday of September, this year the celebration of hunting, fishing and conservation is set for September 26, 2009. NHF Day serves as the most effective grass roots effort ever taken to promote outdoor sports and conservation. Public commemorations of hunting, fishing and conservation are being planned nationwide. And the official home of NHF Day, the Wonders of Wildlife museum in Springfield, Mo., is spearheading a national awareness campaign. More information can be found at http://www.nhfday.org/.

The sweepstakes is open to all hosts, volunteers and attendees of any of the hundreds of nationwide events celebrating NHF Day. The contest is also open to all outdoor recreational sports participants. One lucky entrant, 18 years-of-age or older, will win a 2009 Yamaha Grizzly 550 FI EPS. Approximate retail value is $8,199. No purchase necessary. The sweepstakes ends at 11:59 p.m. Pacific Daylight Time on Oct. 31, 2009. The winner will be determined by random drawing. Complete rules, entry info and more information are available by visiting www.yamahaoutdoors.com/nhfday.

The growing list of sponsors for National Hunting and Fishing Day includes Wonders of Wildlife, National Shooting Sports Foundation, Bass Pro Shops, Sportsman Channel, Realtree, GunBroker.com, Hunting Heritage Trust, Cabela's, Boone and Crockett Club, Smith & Wesson, Field & Stream/Outdoor Life, Woolrich, Yamaha and Pope and Young Club.

If you want to take a corner quickly without losing much speed, depending on your ATV’s setup and capabilities, you may be able to conquer the turn by making your quad pivot around it. Although this technique works best with light, powerful sport quads, it can be used with utility ATV’s as well. Enter the corner wide and fast instead of slowing down or coasting through. When you get to a point in the corner that you hit a spot where you can turn your quad in the direction you want to go, turn your wheels in that direction, hit the front brake hard, and open the throttle. When done properly, this will momentarily cause your rear tires to lose traction and spin your back end around. When you have turned your quad far enough, simply release the brake and keep on the gas. You may fishtail as you finish this maneuver, but steering into the skid will keep you going where you want to go. The result is your quad turning quickly around an obstacle without losing much speed. Making your back wheels lose traction and spin you sideways is the key to this maneuver, so you may get better results if you lean forward and take some weight off the back wheels. This technique is easier accomplished on quads with stiff suspension, low center of gravity, and lots of power on demand. The lack of these characteristics will make this maneuver more dangerous and difficult to do properly, but it can be done if your front brakes can slow you down and you can get your back wheels to break loose.

The key to doing jumps on an ATV is technique and respect for your ride. When done properly, most jumps are relatively safe, but if you bite off more than you can chew, you will get hurt. With this said, easy does it when it comes to learning to get your wheels off the ground. No two jumps are exactly the same, but there is a simple technique for getting air without kissing the handlebars when you land. The length and steepness of the jump will play a large role in how fast you want to be going when you hit a jump, but be conservative on the first couple passes and that will tell you what kind of jump you’re dealing with. Sometimes a jump will have a lip on it that will do unexpected things to your quad, so be prepared. On your first pass, you will want to approach the end of your ramp(whatever it may be) with enough speed that you feel you would get a little bit of lift if you just held the throttle steady all the way through. However, just before you reach the end of the ramp, let off the gas momentarily, but then quickly give it as much gas as possible. This accomplishes two things: first, the burst of power right before you leave the ground launches you into the air; second, it causes your front end to shoot up into the air, much like doing a wheelie. By entering a jump with this posture, your back tires should hit the ground first, ensuring that you and your quad don’t do a swan dive into the ground. When you are airborne, let off of the throttle so that your quad doesn’t over rev while to wheels can spin freely. After your first successful pass, you will know a lot about that particular ramp and what your ATV is likely to do when you jump it. Using this information, you can get an idea of the best speed to hit the ramp at and how much throttle to give it before you leave the ground. For many ramps, especially those that are short and have a sharp angle (like the edges of dried out ponds), first gear may be plenty of speed and power, and if the ramp is too steep, trying your approach in second gear could be painful.

Anytime you ride an ATV you should exercise caution, especially when riding in a new area or trying new techniques. Modern ATVs are extremely powerful and can get out of control quickly if you do not respect their power. When trying any new techniques, take it easy and master it at low speeds. Although something may look simple, every quad handles differently and will react to obstacles and maneuvers differently. Trying to do things that are beyond your skills or your ATV’s handling capabilities can be disastrous and keep you from riding again for a very long time.