We rode the KingQuad on the Voyageur Multiuse Trail System in Mattawa, a small town in eastern Ontario, Canada. The trail system consists of more than 100 miles of some of the most-scenic and diverse trails we've encountered.

When the original Suzuki King-Quad was released back in 1991, it was largely considered the most high-tech utility machine in the then-burgeoning utility class. It had many revolutionary features for the time: independent rear suspension; a locking front differential; and high, low and super-low range gears (with a total of 35 drive-gear options). But time marches on, and those once-groundbreaking characteristics are now considered commonplace (or obsolete) in today's sport-utility market.

Enter the 2005 KingQuad 700. Suzuki feels its new KingQuad is the best Quad-Runner ATV the company has ever produced. That's a bold claim, but we can safely say that Suzuki's confident boast is easily backed up.

When designing the new KingQuad, the engineers had one goal in mind-not to get sidetracked trying to "one-up" the competition in any particular category (displacement, ground clearance, etc.), but to make sure that in the end all the elements of their first big-bore 4x4 would work together harmoniously.

The KingQuad loves the mud! We managed to bury the machine well up to and over the fenders numerous times in mud and water, and it never whimpered once.

At the heart of the KingQuad is a single-cylinder, liquid-cooled, DOHC engine. The cylinder is pitched forward at a 48-degree angle to help keep a low center of gravity. The KingQuad is the only machine in its class to feature a dual-overhead-cam design. A chain-and-gear camshaft drive system is used to maintain a compact cylinder head design (another effort to keep the cg lower). The head cover is made from magnesium to reduce weight.

A high-tech engine deserves an equally high-tech fuel-delivery system. Carb? Please, that's so 20th-century. Suzuki opted for a state-of-the-art fuel-injection system adopted from the company's winning GSX-R streetbike line. It provides crisp throttle response and super-smooth power delivery. One nice side benefit of the fuel injection (besides your not ever having to mess with a choke again) is reduced fuel consumption: Suzuki claims it's approximately 5 to 10 percent more efficient.

Mated to the big-bore mill is Suzuki's Quad-Matic transmission (a V-belt, continuously variable design). The auto tranny has all the trimmings you'd expect from a machine of this caliber: It has high/low range, reverse and three drive modes (2WD, 4WD and 4WD differential lock). The front diff-lock can be used only in the low gear setting when maximum traction is needed. And when the going gets really tough, there's a handlebar-mounted override switch, which releases the engine's rev-limiter.

The KingQuad's fuel-injected, 695cc engine is a real workhorse. Its smooth, strong powerband delivers tractable power down low and pulls strong up high.

A high-tensile steel frame was designed to provide maximum rigidity, while front and rear independent suspension soaks up all the rough stuff. The King-Quad comes with five-way preload-adjustable shocks at all four corners. A rear sway bar also helps keep the peppy machine on an even keel when the riding gets a little faster. Front travel is a respectable 7.1 inches, while the rear measures in at 8.0 inches.

Suzuki made sure this beast could halt quickly. A pair of hydraulic 200mm disc brakes provides stopping power up front for consistent and strong braking action. In the rear you'll find a sealed, seven-plate, oil-bathed brake system (the only technology borrowed from Kawasaki on this machine, in case you were wondering how much was in common with Kawi's similar-looking Brute Force).