Published on July 7th, 2024 | by Joe
2024 Kayo S200 Test Review
2024 Kayo S200 Test Ratings
Summary: After spending a couple days with the machine, our final impression of the S200 is nearly as positive as our initial one. The chassis, suspension and handling are nothing less than impressive. The engine and CVT might take a little tuning to get the most out of them
1 Month Test
The feeling of participation and accomplishment are two of the most thrilling aspects of off-roading. Being relegated to the passenger seat prevents young riders from experiencing either of these in adult size machines. Polaris leads the way in providing young enthusiasts with the chance to get behind the steering wheel with their RZR 170, later RZR 200, but recently, some serious competition has entered the market.
Kayo released their S200 in May of 2023. Like the Polaris, it features an air-cooled, 200cc class engine with a fully automatic CVT transmission and fully-independent-suspension. Where the S200 differs most significantly is in the sheer scale of the machine with a much larger footprint and longer suspension travel. Can the Chinese built S200 provide serious competition for the Taiwanese built RZR? Watch on and we’ll find out.
Interior and Styling
Driving for us was experienced SXS driver, 14-year-old Finley Meyer, dressed in a MSR helmet, jersey, and gloves. She’s the niece of our long time ATV and SXS test driver, Aaron Meyer, so talent isn’t an issue.
First impressions of the S200 are positive, with a modern appeal styling that lies somewhere between a Segway and a Maverick X3 highlighted by LED tail and headlights with daytime running lights up front. You enter the machine through quarter doors, opening with push button operated latches mounted on the interior. So far, they open and close without issue.
Both seats are surprisingly well appointed featuring automotive slider adjustment with a lever located under the front. Both seats’ backs can also be leaned forward via a lever on the side. Cut and sewn seat covers are typically a bragging point on high end trim level adult size machines, coming standard on the S200. The seats feature pass-through for the factory equipped four-point harnesses; another feature typically reserved for higher end adult size machines. The steering wheel is tilt adjustable with tools.
At around 5ft tall, Finley was able to get comfortable in the driver’s seat with it slid all the way back, leaving plenty of room to scale down the seating position for smaller drivers. It is possible for a 6- foot tall person to fit in the driver’s seat in case adults want to join in on the fun. We did notice the harnesses needing adjusted several times throughout our test day. We’d consider replacing them for serious off-roading. The gas and brake pedals are well shaped and easy to modulate.
Next to the steering wheel, you’ll find the keyed ignition and pull-out choke. A well-lit digital display with indicator lights is mounted on the center dash. Below it is an on/off switch, button for the horn, and switches for lights, and high/low beam selection. On the right, there’s a simple, well-designed passenger grab handle. On the floor between the occupants, there’s the parking brake/ gear selector that feels solid and well built, along with dual cup holders that could be a touch deeper for riding in rough terrain. That’s it for in-cab storage.
One item that’s missing is a rear wall in the cabin, separating the occupants from the engine bay. With the oil-cooler and lines located behind and between the occupants, we feel this is an item Kayo should add that the aftermarket can offer for existing units.
The rear bed consists of a tubular steel bottom with a nylon cover that velcros in place, featuring a flip up access point for the gas cap. You might be able to tie down items in the bed, but carrying cargo didn’t seem to be given much consideration.
Along with a standard whip-flag for added safety, overall styling and interior design far exceeded our expectations.
Engine Performance
Powering the S200 is a 196cc, air-cooled, four-stroke engine with a two-valve, single-overhead-cam design. A substantial size oil-cooler helps keep things running cool in addition to a fan on the back side of the cylinder. Air and fuel are fed to the engine via a 29mm carburetor. Fuel is drawn from a 3.9 gallon tank, offering 1.4 gallons more than the RZR 200.
The top end is mated to a fully-automatic continuously variable transmission featuring forward, neutral, and reverse. Selecting between them is handled by a smooth operating gear selector mounted between the seats. The S200 features two-wheel-drive like its competitors. It’s shaft driven with a sizable looking rear differential.
Ventilation for the engine and CVT appear designed for serious off-roading. Intake for the engine is mounted around shoulder height behind and between the occupants. The air box is located behind the driver’s seat and provides simple, tool-less access to the foam filter for easy maintenance. Intake and exhaust for the transmission is mounted even higher, directly behind the seats outside the cockpit.
Testing in the warm summer months, pull out the choke, turn the key, and the engine fires up quickly. Our only issue with starting is that the choke lever won’t stay pulled out on its own. From neutral, the transmission consistently shifted fully into gear, something we can’t say for all adult machines. Under acceleration, the S200 sputtered a bit when cold. It cleared up a bit as the engine warmed up. We removed the airbox lid and that seemed to smooth the engine out quite a bit. The carburetor on our machine would require a little jetting to get it running perfectly. Dirt Wheels Magazine tested an S200 with an intake and jetting from Fuel Customs which carbureted flawlessly.
There’s an adjustment on the gas pedal that limits speed. After a couple of runs we adjusted it all the way out adding noticeable speed and performance. Unrestricted, Finley saw top speeds between 35 and 40 MPH on relatively flat ground.
Acceleration is decent, but easily controllable. You can get the rear end to slide a bit pitching the S200 into turns as long as conditions are loose or slick. The engine is fast enough for fun on flatter ground and mild climbs, but the CVT seemed unwilling to backshift enough to maintain adequate RPMs on steeper climbs. Finley tackled a few decent inclines that the engine couldn’t quite pull up a 200-pound adult, so the results should be similar with two young occupants.
We feel it could be a more capable climber with some CVT tuning. Unfortunately, the back of the center console partially blocks CVT access, requiring you to remove the seats and floor pan. Or, you can do what we’d do, simply trim the interior’s plastic as needed to provide access to remove the CVT cover.
Drivetrain noise was minimal in all conditions. Overall, the engine package is decent, but seems to leave some performance on the table for those willing to do some jetting and CVT tuning. We were also told that drilling out and removing the catalytic converter makes a noticeable improvement in performance.
Suspension and Handling
Our first impression and that of our aftermarket partners who’ve seen the S200 up close, is that the chassis and suspension appear rather impressive and overbuilt for the engine’s size, and in comparison to the competition. A substantial steel main frame mates up to a six-point cage. The front of the car is protected by a steel bumper featuring mounts for easy winch installation. Unfortunately, there is no skid plate on the bottom or front wheel well protection; something we feel should come standard on all SXSs large or small.
Accompanying its rack and pinion steering, dual A-Arm suspension is found at both ends controlled by five-way, preload adjustable shocks. Suspension travel is substantial with 10” up front and 10.5” out back, compared to the 7” found at both ends on the RZR 200.
Tire size is 22×7-10” front and 22×10-10” rear mounted on steel wheels. The tires look like a scaled down version of the popular and versatile Maxxis Carnivore, but we wish the machine featured a square tire and wheel setup like premium adult machines.
The S200’s claimed dimensions are sizable for a youth SXS. It’s 10.5” wider than the RZR 200 at 58.5”. It has a 9.8” longer wheelbase at 74.8”. Overall height is 2.6” lower at 56.9”. The S200 gives up ½” of ground clearance at 9.5”. Its seat height of 16.1” is nearly 8 ½” lower. Added up, the S200 has a claimed dry weight of 705.5 LB, 34.5 LB lighter than the RZR 200.
Suspension action is, dare we say, outstanding! It provided a plush, planted feeling over everything we threw at it. The shocks react well to small bumps with a very respectable amount of bottoming resistance on bigger hits.
In spite of the widely offset wheels, steering is light and accurate with little bump feedback through the steering. Combine the composed suspension with the car’s sprawling dimensions and the S200 is amazingly stable. It corners flat at speed and feels planted on off-cambers. Finley was flying down her family’s steep, twisty, gravel driveways with speeds we estimate approaching 50 MPH. Even then, handling was super predictable and composed.
The chassis and suspension are way more than a match for the stock horsepower. We think it could easily accommodate an engine double the size, which makes the S200 easy to drive and difficult to get out of control. Overall suspension and handling are pretty awesome.
Braking
Slowing the S200 are hydraulic-disc brakes at all four corners. The rear calipers protrude a little more than we’d like, but facing rearward, they shouldn’t be too susceptible to damage. Steel braided brake lines are standard.
With a little break in time, braking power and feel are excellent. They provide a solid feel at the pedal and stopping power is more than callable with dealing with steep descents or scrubbing off serious speed. Performance is in line with the chassis and suspension, way more than adequate for the stock engine.
Aftermarket Support
Our machine came outfitted with Super ATV front and rear windshields and a metal roof replacing the standard soft top.. We were a little bummed that they didn’t also produce a skid plate for the chassis.
To increase power, Fuel Customs has developed an Intake and filter system. Dasa Racing is also developing an aftermarket exhaust for the machine. Kayo Support Racer, Luke Srickland, is already having success racing the S200. He uses a GY6 scooter clutch kit that also fits the RZR 200 to help him get the most out of the engine. Sponsored by the Speed Shop, they are also currently testing pistons, aftermarket camshafts ,and stiffer valve springs that may come to market.
It’s also rumored that premium aftermarket shocks are currently being developed.
Conclusion
After spending a couple days with the machine, our final impression of the S200 is nearly as positive as our initial one. The chassis, suspension and handling are nothing less than impressive. The engine and CVT might take a little tuning to get the most out of them, but a clutch kit, jets, and even engine bolt-ons are far less expensive than upgrading chassis and suspension parts.
Most of the details appear well thought out with only a few issues that really warrant updating from the factory that the aftermarket can easily address. The RZR 200 certainly has some serious competition on its hands with the Kayo costing $1,200 less. The S200 would be a threat to the Polaris in a shootout, and we’d certainly take the Kayo S200 seriously for building a youth SXS racer or just having fun on the trail. If you’re looking to get your young SXS enthusiast behind the wheel, the Kayo S200 is certainly worth a serious look.
