Machine Test Cectek – Quadrift Road Legal quad bike

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The CECTEK (pronounced ‘see tek’) Quadrift marks a new move forward not only in the style stakes, but in the chassis department too. It could also herald the start of a new era for Asian manufacturers, which for some time now have been producing look-alike machines, mostly based around shared technology and body shapes. Bucking this trend, the Quadrift is a radical, completely new design, quite unlike any other

As a dedicated on-road machine, the
Quadrift breaks new ground in many
ways. This sleek road machine is kitted
out with fully independent rear-end
and switchable drive modes, an
attribute that has long been the
preserve of the dedicated off-road agricultural
haulers. The feel at speed is quite unique and yet
totally controllable, the chassis is at ease performing
most tasks and abides by your bidding. Like most
large-capacity quadricycles, it can get ahead of you if
a keen eye isn’t kept on proceedings, especially with
the fully liberated model. With double the power
on tap, the modded version really can get a move
on and this, allied to the impressive levels of torque
available at all engine speeds, makes the Quadrift a
lively beast, not for the faint-hearted or inexperienced
rider.
The homologated version is heavily restricted
(although, to be fair, it wouldn’t take a rocket
scientist to find out how to remove it) and is much
tamer and manageable for the less experienced quad
rider. The gears are selected using a large alloy knob,
situated on the right-hand leg-shield. When choosing
a ratio, it’s a bit like tuning an old radio. Such is
the versatility of the engine that there are only two
decisions to make: backwards or forwards. The high
and low options rarely figure in the equation, as the
torquey engine will pull itself out of most scenarios
in the faster of the two gears. The view while driving
is a little restricted. Usually, road-legal quad seats are
slightly higher, giving a more commanding view of
the surroundings. The Quadrift, though, has a lower,
776mm seat height, a good 100mm (four inches)
less than regular quadricycles, more akin to the sort
of view enjoyed by a car driver. This isn’t a problem,
but it is noticeable when switching between the two
types.
Because the engine has been designed specifically
for this range, it works as one with all other
components. Being internally balanced, the overall
feel is one of the smoothest I have ever experienced
while testing quads, more akin to a Japanese multi
than a thumping single.
Quad driving

The transmission is always
perfectly matched to the engine’s power output, the
clutchless CVT relying on a pulley and two variators
to keep the wheels turning in close unison to the
power delivery. The rear-end can also be switched
between a limited-slip differential and fully locked,
the former being the better for normal road use, as
it allows smooth road-holding and cornering at all
speeds. It gets even better off the throttle, when
plenty of engine-braking is transferred to the rear
end in a forceful manner. The first few times you
close the throttle, it takes some getting used to, as
the load lurches forward and strains the forearms.
It’s a good handling characteristic, however, as it
makes controlling the quad on busy roads a whole
load easier. Something else that at first strains the
forearms is the high level of grip provided by the lowprofile
tyres. As a rider used to quads equipped with
knobblies, you do build in a lot of slip and slide into
the cornering equation. Not so with this machine; it
is grip, and then more grip, all the way. The limited
differential comes in useful in this situation. Once you
get used to the way it goes about its business, the
rear can be left locked and you then have to make
it drift. It’s fun, once mastered, but you do need to
build up to it.









Braking is better than good, the dinner-plate-sized
discs up front are a first on any quad, let alone a roadlegal
one. They provide awesome stopping power at all
speeds. Supporting these are a pair of 200mm discs at the
rear, one for each wheel, which alone are easily able to lock
the back-end from high speed. From a standstill, the front
wheels can be locked up while the engine will happily spin
the rear end, eventually performing donuts and all manner
of such stunts, at walking pace. It’s not all about tricks,
however; the Quadrift, despite its name, is a viable street
machine that handles predictably while looking a million
dollars. The design is very car-like, with twin projector
headlights on each wing and a boxy, Bentley-style, nose.
There is a small storage area under the bonnet, in which I
was half-expecting to find an engine, such is the look. All
that’s there is a space barely big enough for a light lunch.
This is the extent of the on-board storage, which, for such
a sizeable beast, comes as a bit of a surprise. Thankfully,
the hefty rack on the rear end is a standard item, but
that’s the extent of the cargo-carrying capacity. There is a
plastic storage box tucked away under the right-hand rear
mudguard, but this doesn’t seem very secure. It is held shut
by a thin rubber bungee strap, which simply isn’t good
enough. The box is likely to fly open unexpectedly, so I
wouldn’t trust it to hold anything of value. That said, this
is the only area of the Quadrift that doesn’t quite live up to
expectations. Everywhere else, the quality of the machine
is impressive, ergonomic and well assembled. The machine
is very easy to use and operate, helped by a comprehensive
and clearly laid-out instrument console, where all the vital
information – and some not quite so important – is displayed.
All manner of bolt-on accessories are available for the
Quadrift, from front and rear cargo boxes to hand-guards,
and even a nifty screen similar to the type your granddad had
on his Honda C90. The addition of such a screen extends
the machine’s usefulness, and allows it to do a good job of
replacing a small car for commuting work. There is a cost
in terms of aesthetic values, though, since the screen does
tend to spoil the machine’s futuristic look. The boxy stance
of the basic chassis ends up looking like something out of a
Seventies sci-fi film. Unhindered by add-ons, out of the crate,
the Quadrift is a cracking machine that looks as exciting as it
drives. It will bring new people into the world of quadricycle
riding – which I for one think is a good thing. It also offers a
new experience to those already in the fold.
On the strength of this first test, and taking into account
that this is a new brand, I’d wager that the future is looking
good for Cectek and for the end-user too.










Cost: £6,495 (including two-year
parts and labour warranty)
Engine: Single-cylinder, liquidcooled,
four-stroke
Capacity: 497cc
Bore x stroke: 90 x 78mm
Power: 40bhp @ 6500rpm (20bhp
homologated)
Transmission: Automatic CVT
High, Low and reverse ratios, limited
slip differential and diff lock
Starter: Electric and pulley
Frame: Steel cradle
Front suspension: Double
wishbone, adjustable oil-damped
shock absorbers
Rear suspension: Double
wishbone, adjustable oil-damped
shock absorbers
Front brake: 250mm disc twinpiston
floating-calipers
Rear brake: 200mm disc singlepiston
floating-calipers
Front wheel: 195/45 x 15
Rear wheel: 215/40 x 16
Length: 2170mm
Width: 1425mm
Wheelbase: 1295mm
Dry weight: 330kgs
Fuel tank capacity: 19ltrs
Colours: Snow Cap White, Grey
Contact: FGM Claymore
Tel: 01789 490177ho are CECTEKuads to
Torque: 44Nm @ 4500rpm
www.cectek.co.uk
(www.cectekpowersports