Back in the good old days (mid 1980s) my bright red Honda ATC three-wheeler had it going on with agile handling, turn-on-a-dime maneuverability and a torquey engine. It had a five-speed, foot-shifter transmission, a high- and low-beam pod light, cushy balloon tires, independent braking and a brisk top speed that could break 35 mph on downhills.
This was my first taste of all-terrain riding and manual shifting. It didn’t have a clutch lever, which was great at the time. As I was told, pay attention to the sound of the machine and shift when the revs got too high. Easy enough. Once I got the hang of it I was hooked, spending countless summer days bombing my woods trails and running laps on my banked oval track.
All of these happy memories came flooding back after riding the Suzuki QuadSport Z250 — a utility-based runabout with a smooth automatic clutch that’s easy to use and fun to ride.
Taking a Look At first glance, the new-for-2004 Z250 accurately looks the part of an entry-level sport quad. It’s got a stance that’s ready to attack, sharply raked fenders, serrated foot pegs and cool sport-style graphics. There’s a utilitarian base beneath all that sporty frosting, though, as it’s based on the Ozark 4x2 ATV.
Glancing at the specs, the QuadSport is designed to look athletic and provide a platform for beginning sport riders. Its engine is a SOHC, air-cooled 264cc single-cylinder that gets its juice from a 29mm Mikuni BSR carburetor. According to Suzuki, the exhaust system is designed to increase power 15 percent over the Ozark and specially tuned to provide a “throaty” sound.
Electric starting, that allows starting in-gear, makes things as easy as possible. With an auto clutch and five speeds, you just click the left-side foot lever up for a taller gear and push down for a lower gear — easy as pie. Reverse is actuated by turning a fender-mounted knob and depressing the shifter.
Suspension action is handled by a double A-arm setup with preload-adjustable shocks up front and a single-shock (with piggyback reservoir) swingarm in the back. Together, it provides more than 6 inches of travel at both ends and 9.1 inches of ground clearance (at center), which is quite plentiful for a swingarm-equipped quad in this class.
Other notable features include shaft drive, bypassing any broken chain worries, a sporting T-shaped seat that lets riders shift their weight around for maximum leverage, disc brakes up front and a rear drum brake.
With exceedingly positive impressions of the Yamaha Raptor 250 fresh in our minds, the time was right to revisit the Z250 and see what it’s made of.
Wayne Davis/
ATV Sport
To The Woods We chose wooded trails as our venue of choice, and threw in some nicely sized hills to boot — that’s what you get out east, and the terrain that best suits such a sporty little rig.
Power was the first detail put under the microscope. As the trails wound skyward, so did the Z250, with a sence of eagerness that belied expectations.
First gear is a low one, just what you need to get moving with authority or crawl your way over tough, steep terrain. Click the shifter into second and away you go, motoring quickly through the five close-ratio gears that keep the engine in its fairly narrow powerband. Power levels off, as one would expect, at the top end of the curve. Aside from that, the machine doesn’t feel underpowered for its class. Torque reserves are appropriate for the QuadSport’s size and weight (366 dry), and the engine didn’t bog down until encountering steep hills in fifth gear.
Its exhaust note doesn’t sound “throaty,” as the company says it was shooting for. Instead, the sound coming out of the can is significantly muted, which is a nice quality for any public trail.
Checking out the suspension and ride was the second order of business, and proved the strongest qualification on the Z250’s resume.With a hair more than 6 inches of front and rear suspension travel, there’s only so much dampening that can be done, but it works. Rough trails and moderate jumping proved the travel is just enough to get the job done. The Z250 stays mostly flat in the corners, doesn’t bottom out without a fight and allows riders to keep up with the big boys by maintaining speed in the corners and deftly avoiding obstacles that could slow things down.
With a manageable weight, a 31.9-inch seat height and a wheelbase that stretches 44.7 inches, maneuverability is the Z250’s best asset. The well-calibrated front end does its work without throwing bump-steer or twitchiness toward the rider’s hands. Get this quad up to speed, and it’s a hoot to scoot around the twisties.
Other attributes that broaden this ride’s appeal include reverse gear, five-way preload adjustable shocks, a standard steel skid plate, an under-the-seat storage cubby and aggressive tires. The rubbers worked great for trail conditions and had enough grip for rain-slicked mountain trails.
Tough Crowd We mentioned the Raptor 250 for a reason. Yamaha’s little racer is the new standard for the 250 class and retails for $3,899, the same price tag on the Suzuki. The Raptor is certainly more aggressive than some entry-level riders (or their parents) would want, preserving a niche for rides like this Suzuki.
There’s other competition, too, from Honda’s 250EX and KYMCO’s newly-refreshed Mongoose 250 that price out at $3,999 and $3,499, respectively. It’s a tight race, but where does the Suzuki rank?
ATV Sport
With its comfortable, accommodating ergonomics, solid handling and peppy motor, the Z250 is still in the game. Will it satisfy aggressive buyers looking for a budget-priced rocket with a manual tranny? Probably not — that’s the Raptor’s gig for now — but the little Suzuki is a great choice for milder riders looking for quality, comfort, convenience and simple operation.
Glenn Hansen, communications manager for Suzuki’s motorcycle and ATV division, said the Z250 is aimed at mid-level sport and recreational riders.
“The price makes it very attractive to a lot of buyers, maybe as a first quad or as a second quad for a young adult,” he said. “And it’s not just a starter ... the 250 four-stroke makes excellent power, and the five-speed tranny with auto clutch gives very strong sport performance that can satisfy a new rider for several years.”
We agree. That old-school automatic clutch, just like my ATC, will definitely simplify sporty off-road riding for a new generation of sport quad riders. And we’re happy it’s hooked up to such a competent machine. A full manual clutch is still where it’s at for us, but you’ve got to start somewhere.
SPECS Engine, type: 264cc air-cooled single-cylinder Bore and stroke: 66 x 72mm Fuel delivery: Mikuni 29mm carburetor Ignition: Electronic ignition (CDI) Starter: Electric Transmission: Five-speed with reverse, automatic clutch Driveline: Shaft Front suspension (travel, in.): Double A-arm with adjustable preload, 6.3 Rear suspension (travel, in.):
Swingarm, 6.7 Front brakes: Dual hydraulic discs Rear brakes: Mechanical drum Front tires: 22 x 7-10 Rear tires: 20 x 10-9 Seat height: 31.9 inches Claimed ground clearance:
