The performance of a 4×4 car is simply unmatched that once you get hold of one, it is likely that you will never revert back to driving the normal RWD or FWD cars. They are very safe and reliable as the perfect companion if you are the adventurous type of individual who loves to explore countryside and unknown terrains where may have to get through unexpected challenges scubas muddy grounds or hilly areas

4×4 cars are perfect if you live in areas where the terrains are highly challenging. Just imaging climbing up a snowy hill with a regular car either with a FWD (front wheel drive or a RWD (rear wheel drive). But with a 4×4 car, this can be achieved easily and effortlessly. If you are curious to know just how powerful these cars are, just tune in to watch the World Rally Championship where dozens of cars compete in 15 rallies across different ground conditions-from the muddy paths, snowy, ice and gravel. Now you can get a good idea if just how great these cars are in getting you across the different terrains. If these sound exceptionally exciting for you, you may want to know a few things more about this miraculous engineering work before you start searching for 4X4cars for sale. (more…)

Indulging yourself into buying or selling cars can proved to be tricky and a hectic business, for both buyers and sellers alike, regardless of the fact that you might be doing it on the Internet (online) or from an offline outlet. One top tip, that I can give you right from the start, involving offline buying and selling is to “keep away from the dealer as far away as possible”, specially if you are interested in saving money and got little bit of time. If do not find the time than you can always find the best deal on the Internet at your pace and convenience.

My friend Dr. Susan Candy, P.H.D and an university professor, wanted to get rid of her ‘Audi A8, 2004′ for about $5000, and she told me that if she could end up selling her car at around $5000 that would be quite nice and satisfying for her. But at the same time she could not imagine herself dealing with weird people and all sorts of strange car-sale scams that may come into play or even worse comes to worst, forced into a bargaining discussion with some one who is an expert in the trade and as a result loose considerable amount of money at the end of all this. (more…)

ATVs, or all-terrain vehicles, can provide hours of enjoyment for their riders. However, these personal vehicles are also the source of hundreds of deaths each year. ATVs can be fun, but you should consider following these safety tips to help protect you from injuries or even death while riding on an all-terrain vehicle.

All-terrain vehicles have long been known for their dangers. When this mode of transportation first arrived, they were built on a three-wheeled frame rather than the modern four-wheeler shape. The first ATVs arrived in the United States in 1971, but they were not redesigned until the 1980s. At first, manufacturers of ATVS did not know until it was too late that the three-wheeled design was not very stable, leading to many rollover accidents.

Thus, in the late 1980s, the Justice department requested that the three-wheeled design be discontinued in favor of four-wheelers. Sadly, many people still continue to use the original design, which is incredibly unsafe. However, one could say that the new design is not much better. In 2006, over 555 people died in ATV-related accidents. Over 100 of those were children. Additionally, 146,600 people were injured in these accidents according to government reports. Tragically, almost one-third of these injuries were to people 16 years of age or younger.

Parents and consumer protection agencies contend that many of these deaths to children are due to the negligence of ATV-manufacturing companies. They say that the industry does not provide child-sized vehicles for the market, so kids often turn to riding full-sized, full-powered adult vehicles. Often, children can lose control of the all-terrain machines, resulting in falling off the vehicle or sustaining rollover accidents.

Because the National Highway Traffic Safety Administration does not regulate the ATV injury, many states do not have laws regarding the operation of such vehicles. Most states do not require a rider to have a driver’s license or special training to drive an ATV. Additionally, there is usually no age limit to driving such a vehicle. Thus, it is often up to the riders themselves to help protect against accidents.

Some things that you can do to protect yourself and those around you from ATV accidents include:

Do not allow children younger than 12 to operate a full-sized vehicle

Wear protective gear, such as motorcycle helmets, long sleeves, and closed-toed shoes

Read the owner’s manual and make sure that you understand how to fully operate the ATV

Do not drink alcohol then drive an all-terrain vehicle

Do not go at excessive speeds, and be wary of gravel roads, sharp turns, hills, and other obstacles

Avoid public roads because accidents with a regular vehicle could prove fatal

Sometimes, no matter how safe you are while driving an ATV, things such as product defects and the negligence of other people can still result in injury to you or someone you know. For more information regarding product liability law as well as other forms of personal injury law, check out the personal injury law firm of Habush Habush & Rottier, S.C., today.

I know riding around showing of your new shades make you look really, really cool – stop it! Wear a helmet!

Okay, I’m off my soapbox now, and we would be supplied down to business.

When choosing a helmet there are a number of things to consider; in this guide we will cover the basics to get you going. (more…)

An All-Terrain Vehicle or ATVhas been around for the past two decades. But since its introduction until the moment, this vehicle continues to be one of the favorites of people for sports and leisure, not just among adults but children as well. However, most states in the US and other countries in the world prohibit children from using this machine until sixteen years old. Well, there must be some significant reasons for the restriction. (more…)

I always tell my customers that towing an ATV trailer is serious business. When towing a trailer, you have the responsibility to know what you are doing. Not only can you put your equipment at risk, but you and your family could get hurt. Not to mention innocent drivers on the highway.

3 THINGS YOU SHOULD DO WHEN HITCHING UP YOUR ATV TRAILER

1. The coupler

The first thing that one usually does is back up to the trailer and put the coupler down on the ball. This is fairly straight forward. Occasionally, the coupler will not go all the way down onto the ball. One should be very conscious of this possibility. (more…)

Hard work has its rewards. It puts food on the table, beer in the fridge and gives you the ability to buy cool things you can store in that newly added third garage stall. Mountain bikes, campers, fishing boats and ATVs are just some of the toys you may own for recreating outdoors. The last thing you need to do on a Saturday is find more work to do.

While we enjoy using 4×4 ATVs to plow snow and tackle mud bogs, we also love to let loose and just ride for fun. And there’s nothing like carving the dunes or dicing through the trees on a lighter weight sport quad or the freedom they provide.

Here are four sport quads between 330 and 400cc that are capable of providing a great joyride or day escape. Each packs more punch than the small entry-level models and is less intimidating than the larger displacement speedsters and race-specific quads.

Honda TRX400X

This sport quad was the talk of the industry a decade ago, but that was a different time and 450cc sport quads didn’t exist! Despite its age, the 400X (the artist formerly known as 400EX) has proven itself to be fun, reliable and affordable! Its 2005 upgrades included a sportier look and reverse to make it more convenient. Then in ‘08, it received a sleeker fender package and new seat.

Powered by an air-cooled single-cylinder 397cc four-stroke, the 400X doesn’t quite pack the hit or zip as Suzuki’s Z400, but it’s darn close and every bit as enjoyable. While the 400X could benefit from the addition of electronic fuel injection, the 38mm piston-valve carburetor has proven to be reliable and provides a smooth throttle pull.

Its narrower 45.5-inch width and 32.5-inch seat height make runs through heavily forested trails quick and controllable. Aggressive cornering and big jumps can overmatch the front preload-adjustable Showa shocks. However, while we’d love to see better front shocks, complete with piggyback reservoirs, we understand this machine’s affordability would diminish. The fully adjustable rear shock offers 9.1 inches of travel and does an admirable job of soaking up hard hits.

At 408 pounds wet, the steel-framed 400X is considered “heavy” for motocross racing, but it’s capable of tackling milder tracks in stock form. Aluminum wheels and an aluminum swingarm reduce the weight somewhat. The 20-inch rear Ohtsu tires are decent at supplying traction and work well in muddier and sandy conditions, but could be stronger.

The 400X has one of the industry’s best chain adjustment systems. Triple disc brakes are standard and provide ample stopping power, yet aren’t as instant as some sport quads we’ve ridden. The newer seat is less plush but
is also more refined – with a slender front section and wider rear edges – for sport riders. Since its ‘05 redesign, the 400X has continued to rise in price (up $500).

With the current state of the economy, model saturation and sport quad sales figures continuing to decline, we wonder if the 400X will remain in the lineup or follow the 250R into Honda heaven.

Polaris Trail Blazer 330

Polaris categorizes the Trail Blazer 330 as an entry-level ATV and we agree. Although, its weight, displacement and overall size may be too much for some first-time riders, its automatic transmission, power, full floorboards and single-lever braking make it easier to ride than the other three quads in this group. Plus, a host of 2010 upgrades have improved this machine.

Updates were made to the plastic, seat, lighting, suspension, chassis, disc brakes, master cylinder and fuel gauge. Visually, it’s easiest to see the changes to the modern plastic, taller seat and the brighter front headlight, which was borrowed from the Outlaw and has 28 percent more power. Owners should also notice the more convenient remote fuel gauge even if they fail to realize the fuel tank’s capacity grew .75 gallons.

It’s also easy to spot the Trail Blazer’s new stance. New floorboards are fashionable and functional and contribute to its improved ergonomics. The seat is more contoured and longer and its height increased an inch, up to 35 inches, due to thicker seat foam and a new suspension. It could be the most comfortable seat in the sport quad market. The ground clearance declined from 5.5 inches to 4.75 because Polaris added a beefier eccentric protection skid plate, which it calls “much improved.”

On paper, the 330 is also three inches taller. That’s partly due to the incorporation of the half-inch taller Sportsman handlebars that are designed to better accept a windshield and other accessories.

Beneath the plastic, the suspension and chassis also went under the knife. Sportsman front struts (castings), with separate front spindles for mounting the wheels, replace the old front-end setup. Also, the shocks have new springs to improve the ride. Polaris engineers made the chassis stronger, improved the engine mounting and alignment and increased the skid protection. Braking action was altered by using the Sportsman calipers, larger brake discs and new master cylinder, which upped the bleeding capacity. The machine is also an inch wider, but retains the same A-arms.

The 329cc four-stroke engine does OK for lighter riders, but feels sluggish for heavy riders, especially when the quad’s 492-pound dry weight is factored in. However, the Trail Blazer better accommodates larger riders due to its overall dimensions. But then again, Polaris didn’t design this ATV to break any speed records or contend for honors on an MX track. It was built for convenience, ease of use and cruising terrain and other moderately challenging trails. The Trail Blazer has always produces stable cornering and can be fun to wheelie if the Carlisle tires find enough traction.

Suzuki QuadSport Z400

Although the Z400 is the most expensive 400-class sport quad, it’s the most comfortable and loaded with features. Electronic fuel injection was added last year giving the Suzuki improved throttle control and stronger, more efficient acceleration. There’s nothing wrong with a quicker 400, right? For anyone not looking to compete in a motocross race, this is the Suzuki sport quad for you. Even if you do want to race it, the removable headlight, suspension and stronger steel-alloy chassis should appease you.

The resilient 398cc single-cylinder four-stroke has the most thrilling power and is the lone liquid-cooled mill in this quartet. It fires electronically and is outfitted with a nearly bulletproof five-speed transmission with reverse. I’ve ridden the Z400 with a group of 450 machines and, although underpowered, its abilities, speed, controllable powerband and comfort levels all made me forget about its power disadvantage.

At 46.9 inches, the Z400 is the widest of these four ATVs and has the best stock suspension. Despite its advantageous width, the four-stroke remains a stable stalwart in the dense woods and can carve through trees like a love-hungry 10-point buck. A 31.9-inch seat height helps it rail corners.

Fully adjustable piggyback shocks supply excellent suspension travel figures and superb tuning capabilities. The linkage-type rear end, with it’s lightweight aluminum swingarm and single shock, offers 9.1 inches of wheel travel. Up front, the fully independent A-arm suspension offers 8.5 inches of travel and tracks very well - point and shoot! In addition, this machine feels lighter on the trail than its 425-pound curb weight would suggest.

Ergonomically, the Z can appeal to riders of various sizes and shapes. The Z400’s signature T-shaped seat may be the best platform in the business and is definitely the most copied. The larger 46mm foot pegs aid in supporting
boots for aggressive racers and weekend warriors alike. The 20-inch rear tires are great for casual woods riders and admirably supply a good balance between straight-line traction and sliding.

For those who enjoy a custom look, Suzuki offers a limited edition Z400 with special graphics and black wheels, for an additional $200. The Z400 is in a similar predicament as the Honda 400X, seeing huge sales figures early on in
its history and market saturation more recently. However, the Z400 is Suzuki’s trail machine not the QuadRacer 450, which targets MX racers. Plus, the addition of EFI gives it a technological edge over the other guys.

Yamaha Raptor 350

The Raptor 350 dates back to 1987 and the Warrior nameplate, yet it’s still living off a 2004 redesign and its new name. And the fact that it shares a lot of parts with its big-bore brothers, the Raptor 700R and YFZ450, and has a unique package also help. Yamaha has confirmed the 350 Raptor will return to its lineup for 2010.

The hearty, two-valve, 348cc, air-cooled four-stroke has just enough muscle to put a smile on your face, but can eventually leave you wanting more. Reverse gear has also been a strong selling point for the Raptor, even though it has the trickiest reverse lever to operate in this group. The Raptor’s six-speed transmission is also unique to the industry.

Surprisingly, at 396 pounds (wet), the Raptor is the lightest quad in this group. Even so, it can feel heavy and slightly underpowered when the trails require all-out speed. On the forest trails, however, the 350 is better than average partly due to its thin 43.1-inch width.

That skinny design and a dated suspension can also make it more challenging to control for inexperienced riders. And the five-way preload-adjustable shocks can only do so much to slow body roll. Some of the handling quirks are also due to the Raptor’s tires; especially the rear treads which have a more rounded profile and are often slide happy. The hydraulic discs do the job and I’ve always enjoyed the flip-type parking brake.

Unfortunately the Raptor’s size may be its biggest detractor. It’s the shortest (length-and height-wise) and the narrowest machine in this group and has the shortest wheelbase. This ergonomic configuration can make some riders taller than 6 feet feel cramped.