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Quadzilla CVT320E

Author: admin on 8-07-2013, 10:24
Quadzilla CVT320E The range of Quadzilla quads supplied by Fast Toys covers all facets of the quad/ATV industry, from road-legal to leisure, to pure off-road and pukka race machines. The prowess of this Lincolnshire-based distributor has been well documented in the pages of QUAD, so when we heard about the latest 300cc fully-automatic offering. With just a shade more power and torque on tap than similar designs, and carrying less metal work too, the Quadzilla makes the most of its revvy single cylinder engine, topping out around 65mph with ease, leaving most traffic behind in its wake. With no gear shifts to worry about, it is just one long smooth and impressive transition from zero to top speed. The auto CVT system is so good it begs the question why anyone would want a manual gearbox on such a machine; such complexity can sometimes only serve to complicate the ride, while adding little to the overall experience. Far better to just operate the thumb throttle and let the transmission sort it out on your behalf, as this way the engine is always in sync with the rest of the world and the rider can get on with having a ball, allowing the quad to tackle the terrain or road ahead. Maxxis dual-purpose tyres give benchmark grip on the road, and performance isn’t too tardy off road either, making the Quadzilla machine a top-notch buy for serious dual-purpose use. This is one machine that would happily take you to most places without fuss or commotion. You may wish to stiffen the suspension pre-load up a notch or two for sustained high-speed enjoyment on the rough stuff. With the standard set-up intended mainly for tarmac use, it is a little soft, but this is easily remedied with adjusters on each of the three oil-damped suspension units. This makes the CVT320 a versatile machine, which, along with its top speed around the 65mph mark should mean it’s a great allrounder, especially for rural use. The built-in rear rack is handy too, adding another dimension to this latest Quadzilla. It could simply be used as a cheap run-around for popping to the shops or even as a bale-shifter around an estate or small farm. It doesn’t feel too sturdy though, looking more like a race quad with lights than a substantial multi-tasking vehicle. A small single headlight sits in the short nose section, while the indicators are mounted way up high in each mirror assembly. This, despite making the quad a little bit on the fragile side for serious off road use, where the stick-out indicators will come in for a bit of a bashing, makes the CVT320 that little bit safer on the roads. With a flashing orange light now around head height, there can’t be many drivers who could genuinely say they didn’t see you. I dare say many will still have a good go with that old excuse, but it shouldn’t stick. A clear digital dash supplies all of the required information, while the handlebar controls are uncluttered and easy to find and operate. The parking brake, for example, is activated by slotting a small lever on the front of the assembly back into the gap created when the lever is pulled back. This is a lot easier to operate than the large, fold over, parking brake devices found on some other machines, and does keep the bar area looking a bit tidier too. In complete contrast to this ergonomic design and thinking, the reverse gear selector isn’t in a great place for easy access. It is tucked down below the tank area and requires a major shift of leg position before going backwards is a real proposition. It may not seem a big issue until the first time a U-turn is attempted and you run out of “The quad is a joy to use, making for a speedy and funpacked ride over most terrain” steering lock to complete it in one go. You are soon left, sideways in the middle of the road trying to wiggle the big stick to get the quad moving rearwards for another stab at getting around. Only then does the position of this lever become a tricky one. This is merely a minor niggle however, as the quad is a joy to use, making for a speedy and fun-packed ride over most terrain. Having comfortably held the position as leading road-legal quad seller in the UK for some time now, Fast Toys Ltd is well ahead of the game when it comes to road-legal machinery. Despite its lofty status in the UK scene, Fast Toys remains a hands-on firm, run by a small band.

Quadzilla RS8

Author: admin on 8-07-2013, 10:22
As outlined in the last issue of QUAD, the new, sharp-looking Quadzilla RS8 is now available. We managed to grab a clear break in the wet and windy February weather to put the big new ‘Zilla through its paces and find out more on what it has to offer and sporting style of the new RS8 points it fairly and squarely at the 4x4 leisure/touring/sports market sector dominated by, and some might say, invented by, Can-Am. The lack of any racks and those aggressive twin-headlight, high mudguard looks puts it firmly in Renegade territory. But that territory starts at around lb8000 for a Renegade 500 and breaks the lb12500 mark for the top of the range 800R X XC, so at a note under lb6000 for the new Quadzilla RS8, it is clearly worth considering if you are in the market for a sport/leisure 4x4 and were dreaming of a Can-Am, but smarting at the price. The RS8 is manufactured in Taiwan by Dinli to Quadzilla’s specifications. Dinli design and manufacturing standards are now easily on a par with the majority of Japanese and American produced ATV products. Quadzilla’s topselling 450R is another Dinli produced model and it is widely renowned as being close to bulletproof. The RS8 is actually a development of Quadzilla’s RS7 which won the QUAD Magazine 2010 Utility 4x4 of the year award. The well-proven DOHC fourstroke, liquid-cooled motor now has a 4mm larger cylinder bore, taking the engine capacity up 55cc to 750.2cc with an increase in (unrestricted) power and torque. The motor also features twin balance shafts to keep the vibes from the big motor at bay. The main chassis has been strengthened and twin cast aluminium A-arms have been fitted on each wheel. These are claimed to be both lighter and far stronger than the steel tube components on the RS7 and at $90 for the top and $100 for the bottom, if you do manage to break them, then it won’t break the bank to replace them. Obviously the bodywork has been completely re-worked, with more than just a hint of Renegade style showing through. And why not? It’s a big, bold, sharp, aggressive, racy style and it looks as good in the flesh as it does on paper. The RS8 comes in two colours; white and black. The white has a traditional smooth gloss finish on thick, quality plastic which all fits together nicely. The black is an interesting matt ‘crinkle’ finish, which from our test seems to be uniquely practical in that it simply doesn’t appear to scuff or scratch. Or at least it does a very good job of disguising any scuffs or scratches. A sound idea which, if it works over a long period will definitely be copied by other manufacturers. So it was on with the handlebar mounted choke lever, hit the starter button and the motor burst eagerly into life on a cold, damp February morning. No hesitation, no coughing or spluttering, just a steady tick-over from cold. There is a rumble down low; not quite a vibration, but you are aware that there is a big piston at work down there and the twin balance shafts are busy keeping it all comfortably refined and the full stainless steel exhaust system keeps it quiet out the back as well as looking good. The left side gear selector has the normal High, Low, Neutral, Park and Reverse positions and a big push and turn 2WD/4WD/Diff Lock button is part of the thumb throttle unit on the right handlebar - all straight-forward for regular 4x4 quad riders. Next up was off with the choke, into High, hit the throttle and off we went. There is a certain satisfaction in hitting the throttle of a big bore CV auto quad. They just pull at maximum torque from tickover to flat out. A seamless thrust forward, uninterrupted by the frantic juggling of throttle and gear levers. This was true of the RS8. On tarmac, the RS8 can hit all the speed limits faster than most cars and it feels well planted without any tugging on the bars. The Maxxis Bighorn tyres aren’t best suited for the road of course, but the ride is still smooth and cornering feels safe, even on damp roads. Needless to say, if you were going to use the RS8 on the road more than off it, then other road oriented rubber would give improved ride and feedback. Off the tarmac and the RS8 comes into its own. It may well look cool on a street corner or car park and will certainly draw plenty of attention, but its heart is in the rough and it comes alive as you hit the dirt. On the spec sheet it is nearly 50kg heavier than the Renegade 500/800 and closer to the more utility equipped Outlander models. A closer look at the spec shows the RS8 fitted with a 3000lb front winch and a tow bar, which don’t come on the Renegade, and racers would find plenty of other parts to trim or lose before entering it in an offroad event. Suspension is plush and more than adequate for clubman level competition, as are the Bighorn tyres. More serious racers - and we know there are already a fair number thinking about the RS8 – will be looking to more sophisticated suspension units and a choice of tyres. And there will certainly be some horses to be gained with exhaust and air-cleaner modifications, without needing to start spending big bucks on motor mods. No matter what other manufacturers may claim, Quadzilla leads the quad and ATV market in terms of marketing a full range of machines with a competitive model in every category. The Quadzilla product quality, range, service and dealer network continue to improve and the pricing remains ultra competitive. The RS8 continues this trend. It is clearly aimed at the Renegade market and although it may not match the Can-Am in terms of ultimate performance, it is still a hell of a lot of quad for six grand and it will certainly appeal to a wide range of road and off-road buyers. QUAD will be chatting to new RS8 owners over the coming months to see how they are using, abusing and modifying the new ‘Zilla. QUADZILLA RS8 SPECIFICATION Engine: Single cylinder DOHC 4 valve Bore x stroke: 106mm x 85mm Compression ratio: 10.1:1 Ignition: CDI Clutch; CVT Transmission: High/low and reverse Final drive: Selectable two and four wheel drive with front diff lock Drive: Four wheel independent shaft, A-arm and suspension Length: 2088mm Suspension: Dual aluminium A-arms on all wheels Width: 1213mm Height: 1245mm Ground clearance: 295mm Wheelbase: 1300mm Seat height: 916mm Dry weight: 328kg Front tyre: 25x8-12 Rear tyre: 25x10-12 Tank capacity: 20 litres Standard extras: Winch, alloy wheels, Big Horn tyres, LCD dash Colours: White and matt black