Get my drift?


"Being internally balanced, the overall feel is one of the smoothest I have ever experienced"

“Being internally balanced, the overall feel is one of the smoothest I have ever experienced”

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


Words & photography: Chris Pearson

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


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


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

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.

Bentley-style front grille is just a clue to the plush ride offered by the big Cectek

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.

Who are Cectek? Founded in 1995 and based in Taiwan, Cectek ( is one of the largest producers of engines and components for the automative industry. The manufacturer designs and develops parts and systems for all manner of vehicles, from cars to off-road machinery, and marine engines too. It was during the development of a major power plant for quads that the idea for the Quadrift, and its pukka off-road sibling, the Gladiator, came about. Initially planned purely as a test bed for the engine, the chassis proved to be worthy of further development and to aid in this task, two purpose built test tracks were created within the factory's R&D department.  From the outset, nothing has been compromised in this new design and every component is of a very high quality, resultin in a unique-looking and high-performing range of four-wheelers. We hope it marks the start of many more innovative quads to emerge from the manufacturer.


Cost: £6,495

Engine: Single-cylinder, liquidcooled,


Capacity: 497cc

Bore x stroke: 90 x 78mm

Power: 40bhp @ 6500rpm (20bhp


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


Rear brake: 200mm disc singlepiston


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


Main Features


Welcome to the launch of our Cectek website. I hope you enjoy its contents and keep an eye on our news section for exciting updates.