We hear a lot of riders complaining about dissatisfaction with how their performance SxS or ATV rides.

The fact is most of these vehicles are equipped with pretty sophisticated shock packages featuring compression and rebound damping adjustability and decent spring adjustability.

Here’s the truth: It doesn’t matter what kind of shocks you’ve got – if they aren’t set up right you’re going to be snookered when it comes to ride results.

Hey, there’s no shame in not knowing how to set up your suspension. We know some pretty savvy riders who have had their settings so far from accurate, their vehicle just rode like junk.

Unfortunately, with all this adjustment available you can have one facet set up correctly and screw up the final result by having another setting wrong.

One of the most common mistakes is for riders to crank up dampening settings so high (to avoid bottoming) their shocks feel like they’re full of cement.

Another mistake is to have too much rebound dampening, thinking that because there are ten clicker settings, of course I should just go to the max. Nope, won’t work.

In the current issue of DirtTrax, we start at the beginning in an attempt to help you understand how springs and shocks interact to deliver the best possible ride results.

Once you understand what’s happening under there, you can tailor your ride specifically to the type of riding you do most. You’ll find some specific set-up tips that will completely change the way your vehicle works.

There’s one caveat, however. You need to be really honest with yourself how hard you ride.

Sometimes ego just makes you want to get those settings cranked pro-desert-rider high. Not good.

We haven’t seen anything before quite like the new Polaris ACE!

When it comes to rabid excitement from the troops in the trenches (that would be YOU!), there’s a ton of interest in this completely out-of-the-box vehicle that crosses lines between an ATV and a SxS.

Even the most devout doubters are saying it’s a great idea and they can’t wait to get a ride on one.

Hmm… we’ve gotta wonder where this puts Polaris as far as how many it will run down the assembly lines this year.

We just have to think the company has gone back to the drawing boards and said: “We have to build more of these things than we originally planned!”

Here’s the problem: The 330cc engine in the ACE is a one-off and it just isn’t like they can order up a ton of these things to fill larger-than-anticipated dealer orders.

This brings us to our next best guess. We think it will be a very short time before we see a 550 version of the ACE.

This potent Polaris big-inch single is flat-out a sure thing to appear in the ACE platform – and probably as soon as next model year. Knowing how you, the consumer, thinks when it comes to bigger and better, a more powerful ACE just makes sense.

We think demand for this unique (by today’s standards) vehicle will continue to soar and more and riders will start falling in love with the versatility it offers.

Here’s a thought: Look into your crystal ball and tell me if you don’t see five years down the road a 1000cc ACE with a wide kit and huge mud meats racing cross-country in a whole nationally sanctioned program of similar machines! Naw, probably too much, too soon.

However, it ain’t like it’s never happened before, is it?

The Pioneer 500 carries two people to off-road adventures, is perfect for chores on the farm or a relaxed trail ride out in the country and it’s packed with Honda’s famous quality and durability at a suggested retail price of $8,499.

“My first drive in the Pioneer 500 was an eye-opener,” said Lee Edmunds, Manager of Motorcycle Marketing Communications. “It’s really fun to drive, and the paddle shifters bring a whole different kind of experience that helps make it a blast. If you’ve been thinking about a side-by-side purchase, the Pioneer 500 will definitely put a grin on your face whether you’re taking care of jobs around your property or taking off on a weekend adventure.”

Only 50 inches wide, the Pioneer 500 fits on trails that impose width restrictions, as well as in the bed of a full-size truck.

A modest 73.1-inch wheelbase helps return responsive handling and a tight turning radius of only 13 feet. Designed by Honda R&D in Ohio, and built at Honda South Carolina (HSC) in Timmonsville using domestically and globally sourced parts, the Pioneer 500 is powered by Honda’s proven 475cc four-stroke engine.

This powerplant pumps out plenty of low-end torque along with a smooth, fun-to-use powerband. The five-speed gearbox with reverse uses an electric shift
system featuring paddle shifters mounted on the steering column. Thoughtful touches include a door/net setup that opens together as one unit—an ingenious and simple design.

Inside, there’s a roomy and comfortable bench seat for the driver and passenger. The Roll Over Protection Structure (ROPS) meets OSHA requirements, and driver and passenger have three-point Emergency Locking Retractor (ELR) seat belts.

There’s also a full line of more than 40 Honda Genuine and Signature Accessories that allow owners to configure their Pioneer 500 to meet their specific needs right off the showroom floor.

With many people entering the growing side-by-side market, Honda now offers an all-new option to its Pioneer line. From long-time off-road enthusiasts to new side-by-side drivers, the compact, fun and affordable Pioneer 500 will become an instant favorite.

American Honda Motor Co., Inc. was established in 1959 and is the sole distributor of Honda motorcycles, scooters, ATVs and side-by-sides in the U.S. The American Honda Motorcycle Division is responsible for the sales, marketing, and operational activities for these products through authorized Honda dealers.

For more information on Honda products, go to www.powersports.honda.com.

Seems like ages since we’ve seen anything really new from Suzuki and for a company that once held a high-standing reputation as a leader in off-road, it seems to have slipped into the shadows.

Very little is known about the direction the Japanese manufacturer is heading with its off-road division. Its ATV lineup remains pretty much the same and it has zero offerings in the side-x-side category.

We’d love to see Suzuki step it up in a big way by getting into the burgeoning SxS market with a solid dose of the expertise the company already owns from motorcycle and ATV racing.

Ever a dominant force on the track with the LTR450, Suzuki still appears to be pouring money into its motocross division.

Clearly the company values its racing heritage and with this in mind, we’d love to see Suzuki step back into the off-road game with a pure sport side-x-side. Think about what this company could do!

Honda, Kawasaki and Yamaha have all shied away from going 100-percent pure sport with their SxS offerings, instead focusing strictly on sport-utility with the Pioneer and Viking or in the case of the Teryx, straddling the fence between both.

We think there’s huge appeal for a mid-sized pure sport side-x-side from a Japanese manufacturer and there’s potential here for Suzuki to flex its muscles as a race-bred company.

How about a mid-sized high performance SxS along the lines of the RZR 800, 50 to 55-inches wide boasting perhaps the bulletproof fuel injected 722cc King Quad engine, a sport tuned exhaust, EPS and long-travel piggyback suspension with compression clickers.

If there was ever a company that thrives on the rush of racing it’s Suzuki and we think it’s about time the company stepped firmly back into the ring with a knockout punch.