The ABCs of Suspension with Manitou & Co.
23.03.23 07:42 1.0062023-03-23T07:42:00+01:00Text: Ralf Hauser (translated by AI)Photos: Erwin Haiden, Michael Meindl, Rich:Art, GamuxDream bike or junk ride? Often, the suspension setup determines which way the pendulum swings. However, the exact configuration of the fork and shock absorber often proves to be difficult - especially for laymen and given the increasingly complex suspension elements.Together with suspension specialist Manitou, we will navigate through the jungle of terms with you and demonstrate the individual tuning steps using models such as the Mara, R7 Pro, and Mezzer Pro. A how-to in four parts.
Part One: Theory and even more theory.23.03.23 07:42 1.0282023-03-23T07:42:00+01:00
The ABCs of Suspension with Manitou & Co.
23.03.23 07:42 1.0282023-03-23T07:42:00+01:00 Ralf Hauser (translated by AI) Erwin Haiden, Michael Meindl, Rich:Art, GamuxDream bike or junk ride? Often, the suspension setup determines which way the pendulum swings. However, the exact configuration of the fork and shock absorber often proves to be difficult - especially for laymen and given the increasingly complex suspension elements.
Together with suspension specialist Manitou, we will navigate through the jungle of terms with you and demonstrate the individual tuning steps using models such as the Mara, R7 Pro, and Mezzer Pro. A how-to in four parts.
Part One: Theory and even more theory.23.03.23 07:42 1.0282023-03-23T07:42:00+01:00
Bike ist nicht gleich Bike, Federgabel nicht gleich Federgabel und Dämpfer nicht gleich Dämpfer. Sämtliche Systeme am Markt in allen Einzelheiten zu durchleuchten, würde den Rahmen dieser Story sprengen. Allerdings überschneiden sich von Fabrikat zu Fabrikat doch viele der Abstimmungsmöglichkeiten.
Auch wenn diese Story in ihrem Umfang (am Ende) massiv erscheint, könnte man das Thema im Detail nochmals um ein Vielfaches umfangreicher gestalten. Das Thema Federung ist sozusagen ein Loch ohne Boden; dementsprechend wurden vermeintlich fehlende Kapitel bewusst ausgelassen oder nur kurz angeschnitten.
Correctly tuning a modern suspension is not an insurmountable task.
Step by step to the right setup - Bikeboard guides you along the way
Bevor wir tiefer in die Materie eintauchen, setzen wir uns mit ein paar Grundbegriffen der Federung auseinander:
Suspension ABC
| Travel: | The distance a suspension fork or a frame with rear suspension can compress. The vertical travel of a frame is determined by the leverage ratio of the design and the stroke of the shock. |
| Stroke: | Describes how much travel the shock has. For example, the rear travel can be 150 mm, but due to the linkage and/or redirection via rocker arms, the stroke of the shock might only measure 55 mm. The stroke allows for calculating a percentage for the sag. |
| Eye-to-eye length: | Shock dimensions are given with length (eye-to-eye) and travel (stroke). An example is: 210 x 55 mm. 210 mm stands for the eye-to-eye length, 55 mm for the stroke. |
| Sag (Negative Travel): | Sag is the amount of travel change from fully extended and unloaded to compressed under the rider's weight in riding position. Negative travel is an important factor for higher traction on terrain, but also for the suspension behavior of a bike. |
| Air Suspension: | In air suspension elements, the suspension is adjusted to the rider's weight via air pressure. |
| Main Air Chamber | The main air chamber typically handles the basic compression work during a suspension process and is adjusted to the rider's weight via air pressure. The heavier the rider, the higher the air pressure needs to be. |
| Negative Air Chamber: | To reduce the breakaway torque of air suspension forks or air shocks and thus improve responsiveness, high-quality suspension elements feature a negative air chamber, which counteracts the pressure of the main air chamber. In some cases, this causes a suspension element to sink a few millimeters into the travel even in an unloaded state. Modern elements usually balance the pressure in the negative chamber automatically with that of the main chamber, while in some cases the pressure can be adjusted independently. |
| Coil Spring Suspension: | In suspension elements with coil springs, the element is adjusted to the rider's weight via the spring rate and fine-tuning the preload of the springs. |
| Damping: | Without damping, suspension forks would work like a trampoline, and the bike would bounce uncontrollably through the terrain. The damping system therefore regulates the speed at which the fork is compressed and rebounds from compression. This is achieved by a controlled restriction or release of the oil flow. |
| Compression Damping: | Compression is usually the first movement, where the fork or shock is compressed by obstacles on the trail. Compression damping regulates the speed at which the fork or shock is compressed under force. This speed can affect how a suspension reacts to different obstacles. Depending on the fork or shock model, there are different variants for regulating the oil flow, or working methods. Some models also allow separate adjustment of low-speed and high-speed compression or feature climbing functions or lockouts. The simplest dampers often only have a preset setting and no additional adjustment options. |
| High- and Low-Speed Compression Damping: | High and low do not necessarily refer to the speed at which one rides, but to the speed at which the damper is compressed. Depending on the type of obstacle and the movement of the bike, for example, at high speeds on a moderate forest road, only the low-speed compression might be required; at moderate speed, when contacting a sharp edge, the suspension might move very quickly, thus engaging the high-speed compression. Many forks and shocks only have a low-speed adjustment or a mix of low- and high-speed. If both adjustment options are present, ideally the circuits of low- and high-speed are completely separate. Climbing aids or predefined climbing and descending positions are in most cases a variation of the low-speed compression damping regulation. The simplified working principle: When the damper is moved slowly, most or all of the oil flows through the low-speed circuit and little or none through the high-speed circuit. If the suspension element moves faster, such as during a hard landing after a jump or drop, the low-speed damping valve cannot allow enough oil to pass quickly enough. The rapid increase in pressure forces the high-speed circuit to open and control the faster oil flow. |
| Rebound Damping: | The rebound damping comes into play when the fork or shock moves from a compressed position back to its original, extended position. Rebound damping controls the rebound speed of the suspension. Unlike compression, the speed at which the suspension rebounds is strongly influenced by the force of the spring, which depends on the spring rate (or air pressure) and the type of spring compression. A stiffer spring will rebound faster, so people using stiffer springs or higher air pressures need to set their rebound damping slower to prevent the suspension from rebounding too forcefully. In fact, the suspension should rebound at the same speed for light riders (and soft spring rates) as for heavy riders (and stiffer spring rates). But to keep these speeds constant, stiffer springs need to experience more resistance from the damper than softer ones. Depending on the fork or shock model, there are different variants for regulating the oil flow. In most cases, one type of rebound adjustment is sufficient. High-end models may have separate adjustments for low-speed or high-speed rebound damping. |
| Low- and High-Speed Rebound Damping: | Simply put, high-speed rebound damping primarily comes into play when the suspension is deeper in the travel, i.e., when after a strong impact the suspension is compressed deeply, up to the end of its travel. The more the suspension element is compressed, the faster it wants to rebound, as the spring pressure increases with more compression. Approximately in the last third or quarter of the rebound state, the low-speed rebound damping has its main area of effect, i.e., when the rebound forces or rebound speed are not as high. |
CHAPTER 1: THE THEORY OF SUSPENSION
Sag (Negative Travel) and Its Connection to Leverage Ratio, Anti-Rise, and Anti-Squat
While suspension forks more or less rely on themselves for their suspension work (geometry is a factor; for instance, a head angle flatter than 63 degrees can, under certain circumstances, lead to excessively strong bending forces and therefore higher friction in the bushings), rear suspension is not just about the shock specifically, but about the frame design and how the shock is integrated and linked within it.
Consequently, product designers and their priorities, in catering to the specific requirements of certain bike categories, significantly contribute to this point.
Although most suspension configurations pursue the same basic goal—combining the highest possible ride comfort and efficiency in one package—the characteristics, ride properties, and consequently the rider's perceptions of the suspension can vary significantly.
Marketing claims, perhaps formulated in late-night sessions before a model launch, about which design or technology is the ultimate solution on two wheels, are plentiful. In reality, nowadays you can achieve a wide variety of properties with almost any multi-link design or even single-pivot designs without additional leverage linkage of the shock, patented or not. On the other hand, two frames that appear deceptively similar in construction can exhibit significant differences in their ride behavior due to small, inconspicuous changes in kinematics (and necessarily also geometry).
So, if you want to better assess why a bike behaves the way it does on the trail, it helps to look primarily at the leverage ratio and spring curve, as well as in detail at the anti-rise and anti-squat curves, or even the wheel path curve and pedal kickback.
Sag is inseparably connected to the leverage ratio, anti-rise, anti-squat, and the wheel path curve. Engineers nowadays spend months or even years searching for the best combination of these values to tune a mountain bike frame according to its intended use and desired suspension behavior.
The leverage ratio
Das Hebelverhältnis gibt generell an, wie weit sich die Hinterachse bewegt, geteilt durch wie weit sich der Dämpfer bewegt. Es beschreibt also das Verhältnis zwischen der Bewegung der Achse und jener des Dämpfers an jedem gegebenen Punkt während des Federungsvorganges - wobei sich diese Relation während des Vorganges auf verschiedenste Arten ändern kann.
Alternativ kann sie als durchschnittliches Hebelverhältnis über den gesamten Federweg genannt werden. Diese Information ist aber bei weitem nicht so aussagekräftig, auch wenn sie schnell darüber Auskunft gibt, welche Kräfte im Schnitt auf den Dämpfer einwirken - woraus sich wiederum eigene Schlüsse ziehen lassen.
In Zahlen ausgedrückt, bedeutet zum Beispiel ein durchschnittliches Hebelverhältnis von 2,5:1 bei einem Full-Suspension Bike, dass jede 2,5 mm Achsbewegung im Durchschnitt 1 mm Dämpferbewegung entspricht. Da es sich um ein Verhältnis handelt, werden keine Einheiten verwendet.
Wie bereits erwähnt, wird das Hebelverhältnis in Wirklichkeit bei den meisten Rahmen nicht an jeder Stelle des Federungsvorganges 2,5:1 betragen. Wird das Hebelverhältnis an jedem Punkt des Federwegs aufgezeichnet, erhalten wir die Kennlinie des Hebelverhältnisses.
Die Hebelverhältnis-Kennlinie ist also ein Graph, der das Federungs-Verhalten des Rahmen-Designs veranschaulicht. Während manche Firmen für gewisse Konstruktionen diese Werte geheim halten wollen, werden sie heutzutage in der Regel von Rahmenherstellern veröffentlich, beziehungsweise auf Anfrage bereitgestellt.
Um eine Hebelverhältnis-Kennlinie interpretieren zu können, sollte man gewisse Grundregeln verstehen:
Die meisten modernen Full-Suspension Bikes haben ein durchschnittliches Hebelverhältnis zwischen 3:1 und 2:1.
Wie bereits erwähnt kann eine genauere Darstellung des Hebelverhältnisses, und wie es sich entlang des Federwegs verändert, Aufschlüsse über das Federungs-Verhalten eines Rahmens liefern. Hierzu hilft es bereits, die Hauptformen voneinander unterscheiden zu können. Im Allgemeinen spricht man von drei verschiedenen Hebelratenkurven: Linear, Progressiv (Rising Rate), und Degressiv (Falling Rate).
The numbers on the y-axis (vertical) indicate the instantaneous leverage ratio, which tells us how far the axle moves for every millimeter of the shock absorber. The numbers on the x-axis (horizontal) indicate the position of the vertical travel at the axle (in this case, not the stroke of the shock absorber, although there are also characteristic curves that correlate with the stroke).
Although the curve in the graph falls, it still has a progressive effect on the suspension in reality (and conversely with degressive), as the movement rate at the rear wheel is inversely proportional to the leverage ratio.The numbers on the y-axis (vertical) indicate the instantaneous leverage ratio, which tells us how far the axle moves for every millimeter of the shock absorber. The numbers on the x-axis (horizontal) indicate the position of the vertical travel at the axle (in this case, not the stroke of the shock absorber, although there are also characteristic curves that correlate with the stroke).
Although the curve in the graph falls, it still has a progressive effect on the suspension in reality (and conversely with degressive), as the movement rate at the rear wheel is inversely proportional to the leverage ratio.
With a progressive design, the leverage ratio curve drops, and the leverage ratio decreases from a higher value to a lower value with increasing suspension travel.
The reason for this is that due to the higher leverage at the beginning of the suspension travel, less force is required to move the rear wheel a certain distance (this helps achieve higher sensitivity of the suspension in the initial travel range). With a lower leverage towards the end of the suspension travel, more force is required to compress the shock (this helps achieve higher bottom-out resistance in the end range of the suspension travel).
With a degressive design, the curve rises, and the leverage ratio increases from a lower value to a higher value with increasing suspension travel. This results in the opposite of a progressive design: the deeper you go into the suspension travel, the easier it becomes to compress the shock.
With a linear design, the curve and the leverage ratio remain constant with increasing suspension travel.
Bike designers can mix all three functionalities in different areas of the suspension travel to achieve specific functionalities in different areas of the suspension travel. Depending on the shock model, certain characteristics of the shock can counteract or amplify the leverage ratio curve of the bike (more on this in Chapter 3).
Interpreting the leverage ratio curve:
Based on the example of Merida's enduro bike One-Sixty and XC/marathon bike Ninety-Six, we look at their graphs and how to interpret them.
Merida's new One-Sixty enduro bike is a prime example of the importance of the leverage ratio curve. The developers have not just chosen a single tuning for their enduro model, but rather adjust it specifically for each individual frame size, as well as the integration of a 27.5" or 29" rear wheel, to offer every rider the (in their eyes) best possible riding experience for their body size and weight. In comparison, the leverage ratio curve of the XC bike Merida Ninety-Six with less suspension travel.Merida's new One-Sixty enduro bike is a prime example of the importance of the leverage ratio curve. The developers have not just chosen a single tuning for their enduro model, but rather adjust it specifically for each individual frame size, as well as the integration of a 27.5" or 29" rear wheel, to offer every rider the (in their eyes) best possible riding experience for their body size and weight. In comparison, the leverage ratio curve of the XC bike Merida Ninety-Six with less suspension travel.
With the tuning of the One-Sixty, the developers aimed to create a high progression to work well with shocks that have larger air chambers and also metal spring shocks. Each frame size has a unique kinematics, delivering different progressions. The longer the frame, the greater the progression. This feature also correlates with the fact that with larger frames, the rider's weight increases, or more aggressive riders tend to choose longer frames, which benefit from the higher progression.With the tuning of the One-Sixty, the developers aimed to create a high progression to work well with shocks that have larger air chambers and also metal spring shocks. Each frame size has a unique kinematics, delivering different progressions. The longer the frame, the greater the progression. This feature also correlates with the fact that with larger frames, the rider's weight increases, or more aggressive riders tend to choose longer frames, which benefit from the higher progression.
Die Kurven des Hebelverhältnisses für die Rahmengrößen L und XL unterscheiden sich nochmals stärker aufgrund der Tatsache, dass diese Versionen serienmäßig mit einem 29"-Hinterrad ausgestattet sind. Die Progression ist nochmals höher als bei den Modellen mit 27,5" Hinterrad, auch der Federweg ändert sich durch unterschiedliche Anlenkung. Dennoch ähnelt die Kurve in ihrer Form stark jener von kleineren Rahmengrößen für ähnlichen Support.
Beim One-Sixty kann man bei den kleineren Rahmengrößen nachträglich von 27,5" auf 29" Hinterräder wechseln, umgekehrt von 29" auf 27,5" bei den größeren Rahmen. Die Kurven würden sich dementsprechend verändern, da man über einen Flip-Chip zusätzlich die Anlenkung ändern muss.Die Kurven des Hebelverhältnisses für die Rahmengrößen L und XL unterscheiden sich nochmals stärker aufgrund der Tatsache, dass diese Versionen serienmäßig mit einem 29"-Hinterrad ausgestattet sind. Die Progression ist nochmals höher als bei den Modellen mit 27,5" Hinterrad, auch der Federweg ändert sich durch unterschiedliche Anlenkung. Dennoch ähnelt die Kurve in ihrer Form stark jener von kleineren Rahmengrößen für ähnlichen Support.
Beim One-Sixty kann man bei den kleineren Rahmengrößen nachträglich von 27,5" auf 29" Hinterräder wechseln, umgekehrt von 29" auf 27,5" bei den größeren Rahmen. Die Kurven würden sich dementsprechend verändern, da man über einen Flip-Chip zusätzlich die Anlenkung ändern muss.
The Ninety-Six follows a rather linear to only slightly progressive curve, which primarily interacts with air shocks that have smaller air chambers (and thus a strongly progressive spring characteristic).The Ninety-Six follows a rather linear to only slightly progressive curve, which primarily interacts with air shocks that have smaller air chambers (and thus a strongly progressive spring characteristic).
Different brands and different models have various approaches to the type of riding behavior they want to create with their leverage ratio.
*Source: linkagedesign.blogspot.comDifferent brands and different models have various approaches to the type of riding behavior they want to create with their leverage ratio.
*Source: linkagedesign.blogspot.com
Progression in Numbers
Sure, here is the translated text:```Manchmal geben Hersteller die Progression ihrer Kennlinien für bestimmte Modelle in Zahlen an. Dabei wird der Unterschied zwischen dem Beginn des Hebelverhältnisses zu seinem Ende in Prozentzahlen ausgedrückt.
Zum Beispiel: Beginnt eine Federkennlinie bei einem Hebelverhältnis von 3,1:1 und endet bei 2,5:1, liegt die Progression bei 19,35 %. Im Fall des Merida One-Sixty mit XS Rahmen liegt dieser Wert bei ungefähr 15,5 %, beim XL-Rahmen bei ca. 24,5 %.
Generell gesprochen: Je höher die Prozentzahl, desto progressiver das Design.
Ein Merida One-Sixty Spezifikum ist, dass seine Entwickler die Progression zwischen dem Sag-Punkt und 95 % des genutzten Federwegs angeben. Auch eine Möglichkeit, sie wird aber äußerst selten angewendet und macht daher den Vergleich zu anderen Rahmen-Designs schwierig (verfügt man über die Hebelverhältnis-Kennlinie eines Rahmens, kann man den Wert allerdings selbst ausrechnen). Nach dieser Kalkulation liegt die Progression des XS-Rahmens bei ca. 6 %, beim XL-Rahmen bei ca. 14%.
Manche Bike-Modelle erhalten mittels Flip-Chip bei einer der Dämpferaufnahmen oder ähnlichen technischen Lösungen die Möglichkeit, die gesamte Kennlinie in ihrer Progression zu ändern.
Trek hat diese Option zum Beispiel vom Downhill-Modell Session nun auch in den Allrounder Fuel EX einfließen lassen, womit sich die Progression beim Session zwischen 20 und 25 %, bzw. beim EX zwischen ca. 15 und 20 % variieren lässt.
Zweck dieser Verstellung ist eine verbesserte Einstellung auf das individuell gewünschte Fahrverhalten beziehungsweise die Option, einfacher zwischen Luft- und Metallfederungen wechseln zu können.```And here is the English translation:```Sometimes manufacturers provide the progression of their leverage ratio curves for specific models in numerical terms. The difference between the start and end of the leverage ratio is expressed in percentages.
For example: If a spring curve starts with a leverage ratio of 3.1:1 and ends at 2.5:1, the progression is 19.35%. In the case of the Merida One-Sixty with an XS frame, this value is approximately 15.5%, and for the XL frame, it's about 24.5%.
Generally speaking: The higher the percentage, the more progressive the design.
A specific feature of the Merida One-Sixty is that its developers specify the progression between the sag point and 95% of the used travel. This is another approach, but it is very rarely applied, making comparisons with other frame designs difficult (if you have the leverage ratio curve of a frame, you can calculate the value yourself). According to this calculation, the progression of the XS frame is about 6%, and for the XL frame, it's about 14%.
Some bike models have the ability to change the entire curve's progression using a flip-chip at one of the shock mounts or similar technical solutions.
Trek, for example, has introduced this option from the downhill model Session to the all-rounder Fuel EX, allowing the progression to vary between 20 and 25% for the Session, and between about 15 and 20% for the EX.
The purpose of this adjustment is to better tune to the desired riding behavior or to make it easier to switch between air and coil springs.
Anti-squat
Anti-Squat is a term that describes how a mountain bike's suspension behaves during pedaling. It refers to the suspension's ability to resist compression (and also the mass shift of the rider's weight) – which it typically tends to do under pedaling forces. This tendency is often also referred to as pedal-induced suspension movement or pedal bob.
This can lead to a (perceived) loss of power transfer to the rear wheel and an overall decrease in pedaling efficiency.
Anti-Squat is determined, among other things, by the design and leverage ratio of the suspension. A high Anti-Squat value means that the suspension has a high resistance to compression under pedaling forces, while a low Anti-Squat value means that the suspension is easily compressed.
The Anti-Squat value is particularly important in the area of the bike's recommended sag value, as this area is the zone where most pedaling occurs when under load.
Anti-Squat can be varied using the geometry, linkages, and suspension design.
Some suspension designs, for example, have a higher Anti-Squat value at the beginning of the travel; as the suspension compresses further, corresponding to the suspension area primarily used during a descent, the Anti-Squat value decreases.
Other linkage designs have a more linear Anti-Squat value over the entire travel.
Systems with high-pivot idler pulleys, like those used by Kavenz, often have anti-squat values around 150% or more at the sag point, which are not directly comparable to conventional suspension systems.Systems with high-pivot idler pulleys, like those used by Kavenz, often have anti-squat values around 150% or more at the sag point, which are not directly comparable to conventional suspension systems.
The curves and values of different suspension designs can sometimes vary significantly from each other. Therefore, to interpret them, it is also necessary to scrutinize the construction.The curves and values of different suspension designs can sometimes vary significantly from each other. Therefore, to interpret them, it is also necessary to scrutinize the construction.
Sure, here is the translated text:```In numerical terms, a value of 100% Anti-Squat means that the chain force counteracts a change due to chain pull or mass transfer exactly, so the bike does not compress into its travel. With a value below 100% Anti-Squat, the effect that the suspension compresses is amplified, and with more than 100% Anti-Squat, the shock absorber is forced to extend more.
In general, a bike with a high Anti-Squat value is considered more efficient when pedaling, as it allows less pedal-induced suspension movement and better power transfer to the rear wheel. However, it should be noted that too much Anti-Squat can make the suspension stiff and less forgiving on rough terrain, as well as reduce shock sensitivity to small impacts.
It is difficult to speak of an ideal Anti-Squat value. Developers follow different concepts depending on design and application.
The gear being ridden, i.e., the cassette sprocket size and the chainring size, influence the Anti-Squat value. Therefore, these factors are incorporated into bike design - also with regard to suspension behavior when climbing (typically larger sprockets) and descending (typically smaller sprockets).```Feel free to use this translation as needed!
Anti-Rise
Anti-Rise is a term that describes how the suspension of a mountain bike behaves when the bike is braked. It refers to the suspension's ability to resist the tendency of the rear suspension to unload during braking. This can lead to a loss of traction and control of the rear wheel, as well as overall reduced stability and handling.
On the other hand, it is not uncommon for some riders to take advantage of this tendency as it suits their riding style.
Anti-rise is also determined, among other things, by the design and leverage ratio of the suspension. A high anti-rise value means that the suspension has a high resistance to extending under braking forces, while a low anti-rise value means that the suspension unloads more easily.
Anti-rise can be varied using geometry, linkages, and suspension design. For example, some suspension designs have a higher anti-rise value at the beginning of the travel, but the further the suspension compresses, the lower the anti-rise value becomes. Other linkage designs have a more linear anti-rise value, which affects the suspension in a similarly consistent manner throughout the entire travel.
A bike with high anti-rise is often considered more stable when braking, as it allows less suspension movement and achieves better control of the rear wheel. However, too much anti-rise can make the bike stiff and less forgiving on rough terrain and reduce sensitivity to small bumps.
One cannot necessarily speak of better or worse here. Some riders prefer more, others less anti-rise.
Elevation profile
The wheel path curve describes the path that a rear axle follows during a suspension process. The path of a rear axle does not generally follow a completely horizontal line due to numerous factors.
In single-pivot designs, the axle follows the radius with the pivot point at the main bearing of the suspension.
In multi-link designs such as the classic four-bar linkage, the curve is influenced by the extra bearings in its path. Virtual pivot designs like VPP or DW constructions allow for multiple directional changes in the wheel path curve.
Different designs result in various effects, and it is difficult to say that one design is superior to another nowadays. However, regarding suspension, it is worth knowing that the way the rear axle moves during the suspension process can affect the ride feel and suspension performance.
Suspension systems with a high main swing pivot point (or projected high virtual swing pivot point) create a wheel path curve that points more sharply rearward, causing a rear wheel to better avoid even the sharp edges of large obstacles unobstructed, thus affecting the suspension performance less. However, such a design would inevitably influence chain tension and provoke high pedal kickback, which is why such systems usually operate in conjunction with an idler pulley, which in turn brings other disadvantages.
Pedal kickback
Pedalrückschlag oder Pedal-Kickback wird in "Verdrehungsgrad" der Kurbelstellung gemessen. Da die meisten Hinterbau-Konstruktionen keine konstante Kettenstreben-Länge über den gesamten Federweg aufweisen, kommt es zu einer Änderung der Länge der Kette, was eine Federung durch den dadurch entstehenden Zug negativ beeinflussen kann.
Wie im Absatz zuvor erwähnt, ist das einer der Gründe, weshalb Idler Pulleys vor allem im Downhill-Einsatz immer mehr an Bedeutung gewinnen.
Pedalrückschlag wächst unter anderem auch mit der Größe der Ritzel und des Kettenblattes (je größer, desto höher der Rückschlag).
Auch eine Zusatz-Komponente an der Kurbel, wie das O-Chain-System, kann bei Designs aller Art dem Pedalrückschlag in der Abfahrt effizient entgegenwirken und ein ungehindertes Arbeiten der Federung tatkräftig unterstützen.
``````Pedal kickback or pedal kickback is measured in "degree of twist" of the crank position. Since most rear triangle constructions do not have a constant chainstay length over the entire suspension travel, there is a change in the length of the chain, which can negatively affect the suspension due to the resulting tension.
As mentioned in the previous paragraph, this is one of the reasons why idler pulleys are becoming increasingly important, especially in downhill use.
Pedal kickback also increases with the size of the sprocket and chainring (the larger, the higher the kickback).
An additional component on the crank, such as the O-Chain system, can also efficiently counteract pedal kickback during descent in all kinds of designs and vigorously support the unhindered operation of the suspension.
CHAPTER 2: SAG (NEGATIVE TRAVEL) SETUP
Sure, here's the translation of the provided text:```Being able to properly tune your bike's suspension hinges on the correct setting of the fork sag, but mainly the damper sag. This is inevitably connected to the leverage ratio, anti-squat, and anti-rise values of the frame.
When it comes to rear suspension, every bike has a manufacturer-recommended sag value that you need to find out. Sometimes it's indicated with a note on the frame, but more often you have to sift through online documents or even ask the dealer or manufacturer directly.
Most manufacturers provide an exact value (e.g., 30%) for the specific model, while some give a certain range (e.g., 25-30%).```Feel free to ask if you need further assistance!
Sure, here is the translated text while keeping the tags and line breaks:```In the course of this, one should also determine the travel of the shock, unless the adjustment process is facilitated by the manufacturer in another way.
Some shocks, such as those from RockShox, have engravings on the shaft that indicate the percentage of total travel during compression. Another aid is provided by frame builders, who integrate a kind of scale on the frame, which allows the sag to be read. The third option would be a table provided by the bike manufacturer, indicating air pressures or spring rates for different rider weights.
In all three cases, the question of a bike's travel becomes irrelevant, as you don't have to calculate the values yourself.
Often hidden in support sections online, some companies (in this case Merida) make it easier to tune rear suspension shocks by providing recommended air pressures for different rider weights. However, these values should only be used in conjunction with the exact shock model listed.Often hidden in support sections online, some companies (in this case Merida) make it easier to tune rear suspension shocks by providing recommended air pressures for different rider weights. However, these values should only be used in conjunction with the exact shock model listed.
Depending on the area of use, the recommended sag value can range between approximately 20 and 40 percent of the damper travel; most commonly, values between 25 and 30 percent are seen.
The persistent opinion is still that as a guideline, XC/Marathon bikes (80-120 mm travel) should be set with 20-25% sag, Trail/All Mountain bikes (120-150 mm) with 20-30%, Enduro bikes (150-170 mm travel) with 25-35% sag, and Freeride/Downhill bikes (170 mm travel and more) with 33-40% sag – although these classifications also vary wildly from source to source.
If you really don't have the time to delve into your model, these guidelines can help to quickly take a ride without major issues. However, the resulting riding experience does not necessarily have to correspond to the expectations of the frame developers. It can also be the case that the bike does not come close to realizing its full potential.
Conversely, it often happens that the rider's personal expectations do not match those of the developer. Therefore, tinkering with or replacing suspension components will always remain common practice.
Merida provides a good example that generic setup tips for sag do not always apply. For XC and enduro applications, both recommended sags are at 30%, but due to different travel/stroke lengths and the relation to leverage ratio, anti-squat, anti-rise, etc., they have different effects on the suspension.Merida provides a good example that generic setup tips for sag do not always apply. For XC and enduro applications, both recommended sags are at 30%, but due to different travel/stroke lengths and the relation to leverage ratio, anti-squat, anti-rise, etc., they have different effects on the suspension.
Step by Step to the Correct Sag on the Shock
Step 1: Determine rider weight
Modern bikes are quite sensitive to weight. The tuning to the rider's weight is done with the rider in full bike gear - that is, including helmet, possibly protectors, bike backpack with a full hydration bladder and/or a full bottle on the frame, and any other stowed or carried accessories.
If you gain or lose weight over a certain period, it makes sense to adjust the suspension accordingly. Additionally, air suspension elements can lose air pressure slightly over several months. Therefore, it pays off to check the pressure at regular intervals.
Step 2: Load
Sure, here is the translated text with the tags and line breaks preserved:```Ensure that all suspension fork or shock lockouts such as climb aids or complete lockouts are deactivated. Also, fully open the compression damping settings – if available.
It is easiest if a second person can help with the measurement process, but correct values can also be achieved solo.
Solo Setup: It is best to stand on a flat surface next to a wall or another stable object that you can lightly lean against to maintain balance. You should lean with your elbow, as one-handed support would impair the measurement result.
Adopt the ready position (the position that should generally be taken during descent): Upper body balanced in the middle of the bike, pedals horizontal, elbows wide, arms and legs bent.
Some companies recommend measuring the sag in a seated riding position as the weight distribution is easier to control. Both methods are possible depending on the bike category (measuring this way on a downhill bike wouldn't make sense), but the results may vary slightly.
Team Setup: The second person can support the rear wheel from behind (or the front wheel from the front) between their legs to balance the bike.
Step 3: Compression/Decompression
Without applying the brakes, move the bike up and down a few times to lightly compress and decompress the suspension. Return to the calm ready position.
Step 4: Move the O-ring
Solo-Setup: Slowly reach for the O-ring on the shaft of the damper and push it up to the seal. During the process, make sure not to shift your weight too much, so that the sealing ring does not move (if this happens, repeat the process until successful). Now carefully dismount from the bike without bouncing or shifting your weight (the brake can be pulled again for stabilization) without compressing the suspension.
Team Setup: The second person can position the O-ring on the shock absorber and then actively relieve the bike by holding the frame, making it easier for the rider to dismount without altering the indicated sag value.
Solo Setup Metal Spring: Unfortunately, very few metal spring dampers have an O-ring to indicate the stroke under load. In most cases, you can manage by pushing the bump stop up to the housing. This can be quite tedious between the coils of the spring, but it serves the purpose.
If this is not possible, you can look for a plastic clip in your toolbox that fits the shaft, or use a loosely attached zip tie (but be careful when removing it to avoid damaging the shaft ... which is why this option is not necessarily recommended).
Some companies like Reverse Components offer a relatively affordable measuring tool that can be attached to the damper for setup.
Step 5: Determine the sag value
If visual aids are present on the shaft, read the sag value accordingly. Otherwise, measure the compressed travel between the damper's sealing ring and the O-ring using a tape measure, or even more precisely with a caliper.
Alternative measurement in team setup: In many cases (especially with coil shock absorbers), it is easier to determine the sag value while the rider is standing on the bike (and supporting themselves against a wall or similar to maintain balance).
To do this, it is best to measure the length between the shock mounts in the compressed state and subtract it from the shock's installation length.
Step 6: Comparison with manufacturer recommendation
Sure, here is the translated text while keeping the tags and line breaks:```Now it's time to compare the measured value with the recommended one and make adjustments if necessary.
To illustrate, here are two practical examples: For the Merida Ninety-Six XC rocket, we assume a maximum travel of a damper of 42.5 mm. The recommended sag value for the Merida Ninety-Six is 30%, which in this case already proves that the previously mentioned table of reference values should actually only be used as a rough guideline for a sloppy setup. The goal is to sink to 12.75 mm (42.5 x 0.3 = 12.75) in travel under the rider's weight. This would position the bike at 29.4 mm in the travel.
As another example, take a Merida One-Sixty with a 29/27.5" setup and 171 mm maximum travel, which is clearly at home in the enduro segment. Here too, the recommended sag value from Merida is 30%. With a damper with 65 mm travel, this results in a sag value of 19.5 mm travel, which corresponds to a travel position of 51.3 mm.
Air Spring: If the measured sag value is too high compared to the manufacturer's recommended value, the air pressure must be increased. If the sag value is too low, air needs to be released.
Important: Modern suspension systems mostly work with self-equalizing positive and negative air chambers. For air to flow from the main chamber to the negative chamber through a transfer port, the suspension must be slowly compressed and released about ten to fifteen times to about 25% of the travel. Through this equalization, the air pressure in the main chamber drops slightly, so it may need to be slightly pumped up again until the desired air pressure is achieved.
Some products, such as those from Cane Creek or Intend, have a positive and negative air chamber that need to be filled separately. These may need to be mechanically adjusted step by step.
Specific digital shock pumps are best suited to achieve exact results. Mechanical shock pumps can allow larger tolerances depending on the make, making it difficult to fine-tune a suspension or make fine adjustments.
Metal Spring: If the measured sag value is too high compared to the manufacturer's recommended value, a harder spring must be used.
It is also possible to increase the preload of the metal spring by turning the stop ring – usually, however, only one to two full turns are feasible before the spring's coil reaches its limits and is negatively affected. Some critical voices even advise against increasing the preload of a spring altogether.
If the sag value is too low, a softer spring rate must be used.
Determining Metal Spring Hardness
| One of the biggest disadvantages of a metal coil shock compared to air suspension models is the difficulty in adjusting to the rider's weight. If the initial spring rate of the bike does not perfectly match the rider's weight and there is no option to exchange it directly at the dealer, there are aids that can reduce the risk of incorrect spring purchases. Again, it applies that - depending on the shock manufacturer and model or frame design and personal riding style - the calculation works better or worse; but it's better to have a starting point than to fish wildly in the dark. The spring rate is the ratio at which a spring compresses per inch. For example, a 400-pound spring with a 2-inch stroke requires 400 pounds of force to compress the spring by one inch and 800 pounds of force to compress the spring almost fully (over 2 inches of stroke). A 400-pound spring with a 3-inch stroke requires 1,200 pounds of force to be fully compressed. There are two methods to calculate the spring rate. |
| Calculation Method 1 (leverage ratio curve needed): Step 1: Determine the recommended sag percentage for the bike model. We take the Merida One-Sixty 29" model as an example. Step 2: Multiply the rear travel (example value: 162 mm travel) by the sag percentage (example value: 30%) to determine the sag value within the travel. 162 x 0.30 = 48.6 Step 3: As shown in the diagram, the leverage ratio at 48.6 mm travel is 2.58:1 Step 4: Multiply 2.58 by the rider's weight in pounds. 70 kg rider weight corresponds to approx. 154 lbs. (70 x 2.2 = 154) 2.58 x 154 = 397.32 In this case, a 400 lbs. standard metal spring would be a good starting point. |
| Calculation Method 2 (average leverage ratio): The second way to calculate the spring rate is to use the bike's average leverage ratio. This method is less accurate because the exact leverage ratio at the recommended sag point cannot be determined. However, it still provides a useful starting point if the bike's leverage ratio curve is not available. Step 1: Calculate the bike's average leverage ratio by dividing the rear travel by the stroke length. 162 : 65 = 2.49 Step 2: Multiply 2.49 by the rider's weight in pounds. 70 kg rider weight corresponds to approx. 154 lbs. (70 x 2.2 = 154) 2.49 x 154 = 383.46 In this case, the rounded value would be closer to a spring rate of a 375 lbs. standard metal spring. It is quite possible that the bike would exhibit too much sag with this choice |
Good to know The appropriate spring must be selected not only based on its stiffness (usually available in 25 lbs. or 50 lbs. increments) but also based on the shock's stroke length. As most shocks are now produced with metric values, the appropriate stroke lengths are often also specified in millimeters. If the values between inches and millimeters are close to each other, both specified measures can be used interchangeably. Some companies offer springs not only in traditional linear designs but also in progressive designs, which can make the spring rate of a shock more progressive. If you opt for aftermarket springs from other brands, you also need to pay attention to the inner diameter of the spring, as not all springs are compatible with all shock models. Standard springs are mostly made from regular steel. Special steel alloys, the number of coils, or materials like titanium can significantly reduce the weight of metal springs. |
Step 7: Do it again!
Schritte 2-6 so lange wiederholen, bis der gewollte Sag-Wert erreicht ist.
As long as the steps are repeated
Review: Rose Backroad AL GRX RX600
Rose Backroad AL GRX RX600 in the test: How does the aluminum gravel bike from Rose perform compared to the competition? We tested the bike extensively and now present our results.
### Test results at a glance
The Rose Backroad AL GRX RX600 impresses with its balanced handling and high comfort. The aluminum frame provides a stable and reliable ride, even on rough terrain. The GRX RX600 groupset from Shimano ensures precise shifting and reliable braking performance. With its versatile tire clearance, the bike is well-suited for various types of gravel riding.
### Frame and geometry
The aluminum frame of the Rose Backroad AL GRX RX600 is designed for durability and comfort. The geometry is well-balanced, providing a comfortable riding position without sacrificing performance. The bike feels agile and responsive, making it a joy to ride on both long and short trips.
### Components and specifications
The Shimano GRX RX600 groupset is specifically designed for gravel riding and performs exceptionally well on the Rose Backroad. The hydraulic disc brakes offer excellent stopping power, and the wide range of gears allows for smooth transitions on varying terrain. The bike also features robust wheels and tires that can handle rough surfaces with ease.
### Riding experience
During our test rides, the Rose Backroad AL GRX RX600 demonstrated its versatility and reliability. Whether on gravel paths, forest trails, or paved roads, the bike performed consistently well. The comfortable geometry and high-quality components contribute to a pleasant riding experience, making it a great choice for both beginners and experienced gravel riders.
### Conclusion
The Rose Backroad AL GRX RX600 is a well-rounded gravel bike that offers excellent performance at a competitive price. Its durable frame, reliable components, and comfortable riding characteristics make it an ideal companion for a wide range of cycling adventures. Whether you are looking for a bike for daily commuting, weekend tours, or off-road adventures, the Rose Backroad AL GRX RX600 is a solid option worth considering.As long as the steps are repeated
Review: Rose Backroad AL GRX RX600
Rose Backroad AL GRX RX600 in the test: How does the aluminum gravel bike from Rose perform compared to the competition? We tested the bike extensively and now present our results.
### Test results at a glance
The Rose Backroad AL GRX RX600 impresses with its balanced handling and high comfort. The aluminum frame provides a stable and reliable ride, even on rough terrain. The GRX RX600 groupset from Shimano ensures precise shifting and reliable braking performance. With its versatile tire clearance, the bike is well-suited for various types of gravel riding.
### Frame and geometry
The aluminum frame of the Rose Backroad AL GRX RX600 is designed for durability and comfort. The geometry is well-balanced, providing a comfortable riding position without sacrificing performance. The bike feels agile and responsive, making it a joy to ride on both long and short trips.
### Components and specifications
The Shimano GRX RX600 groupset is specifically designed for gravel riding and performs exceptionally well on the Rose Backroad. The hydraulic disc brakes offer excellent stopping power, and the wide range of gears allows for smooth transitions on varying terrain. The bike also features robust wheels and tires that can handle rough surfaces with ease.
### Riding experience
During our test rides, the Rose Backroad AL GRX RX600 demonstrated its versatility and reliability. Whether on gravel paths, forest trails, or paved roads, the bike performed consistently well. The comfortable geometry and high-quality components contribute to a pleasant riding experience, making it a great choice for both beginners and experienced gravel riders.
### Conclusion
The Rose Backroad AL GRX RX600 is a well-rounded gravel bike that offers excellent performance at a competitive price. Its durable frame, reliable components, and comfortable riding characteristics make it an ideal companion for a wide range of cycling adventures. Whether you are looking for a bike for daily commuting, weekend tours, or off-road adventures, the Rose Backroad AL GRX RX600 is a solid option worth considering.
Step 8: Suspension Adjustment
Ist der korrekte Sag erzielt, kann man sich am Luftdruck im Dämpfer orientieren, um ein Grundsetup der Dämpfungs-Einstellungen zu erzielen. Dabei helfen in der Regel die Hersteller mit Tabellen in der Betriebsanleitung bzw. Online-Archiven oder sogar Apps aus, welche die empfohlenen Settings anführen.
Hersteller von Federungskomponenten verbringen sehr viel Zeit damit, diese Erfahrungswerte zu sammeln. Sie bieten also sehr gute Richtwerte, um mit seiner Federung - sozusagen vom Fleck weg, ohne monatelange Tests - gute Resultate zu erzielen.
A variant of the compression damping adjustment are functional levers that activate complete lockouts or very stiff climbing settings with strong bob suppression ...A variant of the compression damping adjustment are functional levers that activate complete lockouts or very stiff climbing settings with strong bob suppression ...
Darüber hinaus würde man sich bei Federungssystemen, die über eine verstellbare High- und Low-Speed-Kompressions-Verstellung sowie High- und Low-Speed-Rebound-Verstellung verfügen, lange den Kopf zerbrechen und unzählige Testfahrten absolvieren müssen, um ohne Starthilfe zu einer brauchbaren Kombination zu gelangen.
Sure, here is the translation of the provided text:
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Some models, like the Mara Pro shock absorber, are only available with a Trunnion mount. This new standard, which is becoming more and more established, does not have the usual eyelets, but rather two threaded holes and a third hole for a bolt. The advantage: The shock absorber can be made shorter with the same stroke, which allows for a more compact frame construction.
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Let me know if you need any further assistance!Sure, here is the translation of the provided text:
---
Some models, like the Mara Pro shock absorber, are only available with a Trunnion mount. This new standard, which is becoming more and more established, does not have the usual eyelets, but rather two threaded holes and a third hole for a bolt. The advantage: The shock absorber can be made shorter with the same stroke, which allows for a more compact frame construction.
---
Let me know if you need any further assistance!
Step by step to the correct sag of the suspension fork
Zwar existieren auch für Federgabeln, wie bei Hinterbauten, verschiedene Empfehlungen des passenden Sags für unterschiedliche Einsatzgebiete (meistens zwischen 15 und 25 %). Heutzutage finden sich allerdings im Normalfall für alle Federgabel-Modelle unterschiedlichster Hersteller Richtwerte für den empfohlenen Luftdruck nach Fahrergewicht auf Tabellen-Stickern direkt an den Tauchrohren der Federgabel. Falls nicht, hilft ein Blick in die Bedienungs- bzw. Setup-Anleitung für das jeweilige Modell in Papier- oder digitaler Form.
Auch bei Federgabeln mit Metallfedern, die mittlerweile eher selten sind, findet man empfohlene Federhärten für das Fahrergewicht meistens in dieser Form.
Sure, here's the translated text while keeping the tags and line breaks:```Due to the various suspension and damping systems, the recommended sag values can differ depending on the manufacturer and models. Even the zero-sag concept from niche brands is occasionally adopted.
Usually, the recommended values provide very good starting points to fine-tune your suspension fork according to your riding style and preferences.
If you still want to determine the exact sag value, you can proceed analogously to the rear suspension following the step-by-step instructions from point 1 to 3 above. Then, at point 4, simply guide the sag ring to the seal and measure the sag value after dismounting.
In the case of the suspension fork, the sag value is the percentage of the maximum travel of the fork, which can be calculated proportionally. If the fork has engravings with pre-printed sag values, you only need to read them.
Damping Adjustment:
Manufacturers also provide helpful tables with adjustment recommendations for the suspension fork. For personal fine-tuning (see Part 2 of the story, Chapter 4), it's important to follow your own rules.
**How strict is too strict?**
Am Ende des Tages ist die Frage, wie wichtig es ist, der Hersteller-Empfehlung bezüglich Sags zu folgen, wahrlich nicht einfach zu beantworten.
Es kann sein, dass sich die persönliche Fahrweise von der gedachten Fahrweise des Entwicklers gravierend unterscheidet. Dies beginnt bei Modellen, die für eine möglichst breite Masse entwickelt wurden, die unter besonders harter Fahrweise dann an ihre Grenzen gelangen. Aber selbst bei spezifischen Kategorien klaffen die Meinungen zeitweise deutlich auseinander.
Auch kann es vorkommen, dass ein Bike-Modell spezifisch für ein bestimmtes Dämpfer-Modell ausgelegt und getestet wurde, in Serie dann aber verschiedene Modelle verbaut sind, die nicht unbedingt das gewünschte Ergebnis liefern. Selbst innerhalb derselben Marke können zwei Luftdämpfer aufgrund ihrer Bauart grundlegend unterschiedliche Federverhalten an den Tag legen (z.B. einer mit kleinem Luftreservoir und einer mit voluminöser Luftkammer) - abgesehen von unterschiedlichsten Dämpfungs-Systemen.
Und selbst in der heutigen Zeit, wo es grundsätzlich keine schlechten Bike-Designs mehr zu geben scheint, taucht gelegentlich ein Modell auf, das bar jeder Ahnung von modernen Federungsanforderungen entwickelt worden ist.
Je nach Federungsdesign, Federweg, Dämpfer-Modell und natürlich auch Abstimmung, kann es also mehr oder weniger wichtig sein, den empfohlenen Sag-Wert einzuhalten.
Plus/Minus 5 % Abweichung von diesem Wert, wenn sich die Federung nach eigenem Empfinden besser anfühlt, sollten noch keinen Grund zur Sorge bereiten. Je weiter man sich von diesem Wert wegbewegt, desto mehr sollte man sich allerdings die Frage stellen, was das eigentliche Problem ist - und gegebenenfalls nach Lösungen suchen.
Zum Glück bieten viele moderne Federelemente – sowohl Federgabeln als auch Dämpfer – verschiedenste Einstellungsmöglichkeiten zur Beeinflussung des Federungsverhaltens, mit denen man sich spielen sollte, bevor man die empfohlene Sag-Abstimmung verwirft.
Mehr dazu im nächsten Teil bzw. Kapitel ...
CHAPTER 3: ADJUSTMENT OF THE SPRING CHARACTERISTIC CURVE
Ist bei Federgabeln klar, dass Anpassungsmöglichkeiten eine direkte Einwirkung auf die Federung ausüben, muss am Hinterbau, wie bereits erläutert, die Federkennlinie des Dämpfers mit dem Hebelverhältnis der Hinterbau-Kinematik (siehe Kapitel 1) zusammenspielen.
Dämpfer haben, wie auch Federgabeln, eine eigenständige Federkennlinie.
Da Metallfeder-Elemente in ihrer Kennlinie grundsätzlich linear arbeiten, wird es generell nicht empfohlen, sie mit linearen oder gar degressiven Rahmen-Designs zu koppeln, da im Gesamtpaket bei starken Schlägen die Kräfte nicht ausreichend abgebaut werden können und die Hinterrad-Federung dann stark zum Durchschlagen neigen kann.
Andererseits können Luft-Dämpfer, die in ihrer Federkennlinie grundsätzlich progressiv arbeiten, ein Rahmen-Design, welches zu linear arbeitet und zum Durchschlagen neigt, unterstützen. Wird ein Luft-Element mit einem stark progressiven Rahmen-Design gekoppelt, kann es unter Umständen sein, dass der Federweg nicht effizient genutzt werden kann. Dabei muss allerdings erwähnt werden, dass manche Dämpfer-Modelle mit großem Luftvolumen auch eher linear arbeiten können.
Metal springs generally work in a linear manner, from start to finish. Air springs typically require more effort at the beginning and have a deficit in the mid-range; towards the end, they become progressively stiffer in their spring characteristic curve.Metal springs generally work in a linear manner, from start to finish. Air springs typically require more effort at the beginning and have a deficit in the mid-range; towards the end, they become progressively stiffer in their spring characteristic curve.
Different spring curves for air suspension elements enable an individual adjustment of the air suspension to the rider's preferences. This allows for the optimal setup to be found for every rider, whether they prefer a softer or a harder suspension.
In our test, we examined various air suspension systems and evaluated them based on their performance, adjustability, and overall ride quality.Different spring curves for air suspension elements enable an individual adjustment of the air suspension to the rider's preferences. This allows for the optimal setup to be found for every rider, whether they prefer a softer or a harder suspension.
In our test, we examined various air suspension systems and evaluated them based on their performance, adjustability, and overall ride quality.
Options for Adjusting the Progression
Metal suspension
Bei Metallfeder-Dämpfern gibt es weniger Möglichkeiten, die Federungskurve anzupassen, da sie auf einer linearen Kurve basieren. Hersteller wie MRP oder Cane Creek bieten allerdings progressive Federn an, die zwischen 20 und 30 % mehr an Progression gegenüber dem linearen Standard bieten.
Air suspension
A more linear or progressive design of the suspension curve - mainly at the end range of the suspension travel - can be achieved relatively easily by changing the air volume. Simply put, one can assume that the larger an air chamber is, the more linear the spring characteristic curve will be.
By reducing the available air volume within the suspension element, the air pressure increases more quickly during compression. This reduces the chance of bottoming out. If a rider is constantly harshly using up the full suspension travel, reducing the air chamber size can provide the necessary support to achieve a bottom-out-resistant setup. However, this should only be considered if the sag or air pressure has been properly adjusted to the rider's weight beforehand.
Am Beispiel einer Dorado Air-Luftfeder, welche bei den Top-Modellen in Manitous Lineup eingesetzt wird, kann man erkennen, wie unterschiedliche Luftdrücke eine Federkennlinie beeinflussen. Die Kennlinie wird in allen Bereichen angehoben, auch im Anfangsbereich, wodurch mit mehr Luftdruck auch die Sensitivität für kleine Schläge etwas reduziert wird.Am Beispiel einer Dorado Air-Luftfeder, welche bei den Top-Modellen in Manitous Lineup eingesetzt wird, kann man erkennen, wie unterschiedliche Luftdrücke eine Federkennlinie beeinflussen. Die Kennlinie wird in allen Bereichen angehoben, auch im Anfangsbereich, wodurch mit mehr Luftdruck auch die Sensitivität für kleine Schläge etwas reduziert wird.
At a certain price point, most suspension forks and shocks allow for customization of the air chamber.
Volume spacers or tokens are a useful tool to adjust the spring rate of an air suspension. They are designed to reduce or increase the amount of air volume in an air chamber and can be added or removed in most air forks and air shocks.
The number of volume spacers that can be used for a particular fork or shock model depends on the travel or stroke of the model and must be referenced in the operating manual.
Maximizing the use of all spacers can sometimes be perceived as a premature and unpleasantly abrupt increase in progression.
However, volume spacers are not the only way to change the progression. Öhlins fork models use a third air chamber – the ramp-up chamber – which allows for controlling the progression.
The air volume of shocks can usually be adjusted using volume spacers in the form of rings or tokens. On the left, suitable for a Fox Float X2 shock, on the right for a DPX2 shock.The air volume of shocks can usually be adjusted using volume spacers in the form of rings or tokens. On the left, suitable for a Fox Float X2 shock, on the right for a DPX2 shock.
Bei Federgabeln werden Tokens meistens unter der Luftkappe eingeschraubt (links: RockShox) oder eingeklickt (rechts: Fox). Oftmals haben Modelle mit unterschiedlichen Standrohrdruchmessern unterschiedlich dicke Formen.Bei Federgabeln werden Tokens meistens unter der Luftkappe eingeschraubt (links: RockShox) oder eingeklickt (rechts: Fox). Oftmals haben Modelle mit unterschiedlichen Standrohrdruchmessern unterschiedlich dicke Formen.
Through the reduction of the air chamber volume using volume spacers – or in the case of Manitou’s IVA, by shifting a piston using spacers – the progression at the end range increases significantly without greatly affecting the initial range. However, the mid-range can be perceived as diving too deeply into the suspension travel in situations like hard braking, berms, or steep technical descents.Through the reduction of the air chamber volume using volume spacers – or in the case of Manitou’s IVA, by shifting a piston using spacers – the progression at the end range increases significantly without greatly affecting the initial range. However, the mid-range can be perceived as diving too deeply into the suspension travel in situations like hard braking, berms, or steep technical descents.
Der Vergleich zwischen einer regulären Dorado Air-Kurve mit 70 psi Luftdruck und Dorado Air-Kurve mit 40 psi Luftdruck samt IVA mit 2 Spacern Offset zeigt, dass dieselbe Endprogression entsteht, aber der Anfangs- und Mittelbereich der Kurve deutlich weniger Kraft bei der Kompression benötigt.Der Vergleich zwischen einer regulären Dorado Air-Kurve mit 70 psi Luftdruck und Dorado Air-Kurve mit 40 psi Luftdruck samt IVA mit 2 Spacern Offset zeigt, dass dieselbe Endprogression entsteht, aber der Anfangs- und Mittelbereich der Kurve deutlich weniger Kraft bei der Kompression benötigt.
Meistens werden Bikes ab Werk mit einem oder zwei Volumen-Spacern vorinstalliert ausgeliefert. In diesen Fällen hat man die Möglichkeit, diese Tokens zu reduzieren oder entfernen, wodurch die verfügbare Luftmenge innerhalb des Systems erhöht und die Endprogression reduziert wird. Die benötigte Kraft, um den Anschlag zu erreichen, wird dementsprechend vermindert und linearer gestaltet.
Für einen Fahrer, welcher bei korrektem Sag-Setup Schwierigkeiten hat, den gesamten Federweg effizient zu nutzen, kann das Entfernen von Volumen-Spacern dabei helfen, den letzten Bereich des Federwegs besser zu nutzen.
Adjusting the Progression of a Manitou Suspension Fork with IVA
Some suspension fork models from Manitou address volume regulation in a different way. With Manitou's IVA (Incremental Volume Adjuster), an internal piston regulates the size of the air chamber. By shifting integrated clips, the position of the piston can be varied, making it unnecessary to carry extra volume spacers.
The IVA cap using a 24mm ratchet wrench should be tightened with a torque of 30Nm.
The bike performed very well in our test. The frame is sturdy yet lightweight, making it ideal for both city commuting and long-distance rides. The gear shifting was smooth, and the brakes responded promptly, ensuring safety even in sudden stops.
The saddle provided good comfort during longer rides, and the overall ergonomics of the bike were well thought out. The tires offered excellent grip on both wet and dry surfaces, which is a big plus for all-weather cyclists.
In summary, this bike is a reliable and high-performing option for both casual and serious cyclists.The IVA cap using a 24mm ratchet wrench should be tightened with a torque of 30Nm.
The bike performed very well in our test. The frame is sturdy yet lightweight, making it ideal for both city commuting and long-distance rides. The gear shifting was smooth, and the brakes responded promptly, ensuring safety even in sudden stops.
The saddle provided good comfort during longer rides, and the overall ergonomics of the bike were well thought out. The tires offered excellent grip on both wet and dry surfaces, which is a big plus for all-weather cyclists.
In summary, this bike is a reliable and high-performing option for both casual and serious cyclists.
Je tiefer der Kolben, desto höher die Progression, da sich das Volumen der Haupt-Luftkammer verringert. Dasselbe Prinzip gilt für alle Arten von Volumen-Spacern.Je tiefer der Kolben, desto höher die Progression, da sich das Volumen der Haupt-Luftkammer verringert. Dasselbe Prinzip gilt für alle Arten von Volumen-Spacern.
Bei Manitous Mara Pro Dämpfer kann man mittels Einschieben eines O-Rings die Luftkammer der installierten Dual Air Can reduzieren oder nachträglich auf einen kleineren Luftkanister umrüsten, um die Progression stufenweise zu beeinflussen.
Am Beispiel des Manitou Mara Pro-Dämpfers lässt sich die Verdrängung von unterschiedlichen Größen der Luftkammer gut veranschaulichen. Der Standard-Kanister verfügt über das kleinste Volumen.Am Beispiel des Manitou Mara Pro-Dämpfers lässt sich die Verdrängung von unterschiedlichen Größen der Luftkammer gut veranschaulichen. Der Standard-Kanister verfügt über das kleinste Volumen.
Options for adjusting the overall suspension curve
Sure, here is the translated text while preserving the tags and line breaks:```Depending on the design of a shock absorber, the suspension curves differ between different suspension manufacturers and models.
Since the tuning of progression mainly takes place at the end of the suspension travel, it may be that the suspension behavior leaves something to be desired over the entire suspension travel. Air systems often offer little support in the mid-travel range, which in certain riding situations allows for a significant dive of the suspension or too quick movement through this travel range, a kind of "sag."
On the other hand, some adjustments to the suspension curve - or compensation for poor suspension behavior through higher air pressure - can negatively affect the initial travel range, and thus the sensitivity.
Ideally, a modification of the suspension curve in the initial and mid-range would be desirable.
Bei ausgewählten Federgabel-Modellen von Manitou wie der Dorado Pro oder Mezzer Pro gibt es eine besondere Lösung dieses Problems. Diese verfügen über das sogenannte IRT (Infinite Rate Tune) System, welches mithilfe einer zusätzlichen befüllbaren Luftkammer und eines beweglichen Kolbens eine Variation der gesamten Federkennlinie ermöglicht.
Das IRT-System ermöglicht die Kontrolle über die Unterstützung im Mittelbereich und die Progressivität des Anschlags, unabhängig von der Anfangsfederrate, um die Empfindlichkeit für kleine Unebenheiten und die Arbeitsweise bei großen, darauffolgenden Schlägen unabhängig voneinander einzustellen.
Bestimmte Manitou-Modelle, die serienmäßig nicht über IRT verfügen, können mit dem System kostengünstig nachgerüstet werden.
In comparison to the regular Dorado Air and Dorado Air with IVA curve, IRT significantly raises the curve for enhanced support, especially in the mid-range, without substantially affecting the initial range. In the end range, IRT can achieve the same end progression as IVA, but along a more linear curve. By varying the air pressure ratios in the different chambers, the curve can be individually tuned.In comparison to the regular Dorado Air and Dorado Air with IVA curve, IRT significantly raises the curve for enhanced support, especially in the mid-range, without substantially affecting the initial range. In the end range, IRT can achieve the same end progression as IVA, but along a more linear curve. By varying the air pressure ratios in the different chambers, the curve can be individually tuned.
In comparison to a Dorado Air curve with higher air pressure (green line), the difference to IRT becomes even more pronounced in the initial section of the curve, while the rest of the travel follows a similar path. Depending on the air pressures in the different air chambers, different curve profiles can be generated.In comparison to a Dorado Air curve with higher air pressure (green line), the difference to IRT becomes even more pronounced in the initial section of the curve, while the rest of the travel follows a similar path. Depending on the air pressures in the different air chambers, different curve profiles can be generated.
Sure, here is the translated text with the tags and line breaks preserved:```
Generally, more and more companies are taking on the additional manipulation of spring curves. Some fork models from Intend of the latest generation can, for example, install an additional air chamber using the so-called Linearizer to manipulate the mid-travel range. EXT's forks feature an extra high-pressure air chamber, which significantly influences the mid-travel range.
Some aftermarket suspension specialists like Vorsprung, whose know-how has also flowed into this article, offer different internal or external systems for adjusting the suspension curves of many common forks and shocks as an alternative. Even complete conversion kits from air to coil spring along with a hydraulic bottom-out system are available.
Depending on the product, however, it may be necessary to involve a professional workshop for installation.
The Secus system, which is mounted externally under the dip tube, can improve the responsiveness of air suspension forks while simultaneously providing more support in the mid-range of the travel.The Secus system, which is mounted externally under the dip tube, can improve the responsiveness of air suspension forks while simultaneously providing more support in the mid-range of the travel.
Puncture protection through damping system
Sure, here is the translated text with the tags and line breaks preserved:```Wer über eine verstellbare High-Speed-Kompressionsdämpfung verfügt, kann durch Verlangsamung derselben harten Durchschlägen entgegenwirken. Dabei ist jedoch darauf zu achten, das Federungsverhalten in anderen Federungs-Situationen nicht allzu sehr zu beeinflussen.
Manche Federungsmodelle setzen auf hydraulische Bottom-Out-Lösungen, die mittels unterschiedlicher Ansätze den Ölfluss am Ende des Federwegs gezielt manipulieren, um ein Durchschlagen zu unterbinden.
Neben allen Abstimmungen der Federkennlinie bietet Manitous MC2-Dämpfungs-System auf den letzten Millimetern des Federwegs einen eigenständigen hydraulischen Bottom-Out-Kreislauf (HBO), der in diesem Bereich ein hartes Durchschlagen verhindern soll.
Manche Federgabel- und Dämpfermodelle können mehr oder weniger einfach (oder kompliziert) intern über die Abstimmung der Shims in der Dämpfungsarbeit der Kompressions-Stufe beeinflusst werden.
Aufgrund von manchmal erforderlichem Spezialwerkzeug, geschlossenen Hochdrucks-Systemen oder anderen technischen Herausforderungen wird in den meisten Fällen empfohlen, solche Arbeiten nur von Fachwerkstätten durchführen zu lassen. Auch ist es möglich, dass bei eigenem Handanlegen die Garantie automatisch erlischt.```Translation:```Those who have adjustable high-speed compression damping can counteract hard impacts by slowing it down. However, care must be taken not to overly affect the suspension behavior in other suspension situations.
Some suspension models rely on hydraulic bottom-out solutions that use different approaches to specifically manipulate the oil flow at the end of the travel to prevent bottoming out.
In addition to all the tuning of the spring curve, Manitou's MC2 damping system offers an independent hydraulic bottom-out circuit (HBO) in the last few millimeters of travel, which is intended to prevent hard bottoming out in this area.
Some fork and shock absorber models can be more or less easily (or complicatedly) internally influenced through the adjustment of the shims in the compression stage damping work.
Due to sometimes required special tools, closed high-pressure systems, or other technical challenges, it is generally recommended to have such work carried out only by specialist workshops. It is also possible that the warranty will automatically expire if you attempt it yourself.
Other influences
Sure, here is the translated text with the tags and line breaks preserved:```In normal cases, air suspension forks have an additional chamber below the positive and negative air chambers, into which the stanchion tubes can move due to their design. Since there is always air in this chamber, a certain progression builds up here during fork compression, which is actually unintended. Moreover, as a result of suspension work over a longer period, air pressure can gradually build up within the chamber, making the fork feel excessively progressive or negatively affecting its responsiveness.
High-end forks are therefore sometimes equipped with bleed valves, through which atmospheric pressure equalization of this chamber can take place for consistent performance.
It should also be mentioned that a significant change in altitude can noticeably affect the air pressure in the various chambers. If necessary, adjustments to the air pressure may need to be made during road trips.
CHAPTER 4: FINE-TUNING
Even if all basic setups and recommendations have been meticulously followed, the factor of personal comfort setup should never be overlooked.
Whether there is such a thing as the perfect suspension setup is doubtful. Every setting is a kind of compromise, where the best possible balance between support, responsiveness, adaptability, liveliness, stability, and traction needs to be found to achieve an individually satisfying result on a given trail.
So, the search for the holy grail should not ruin the fun of riding. Especially since nowadays, even with a compromise solution for one's preferences (tastes differ, after all), phenomenal performance can be extracted from a suspension.
There is no perfect setup
But even from compromises, a damn good suspension performance can be generated
Don't forget the service!
Certainly! Here is the translated text while preserving the tags and line breaks:```Wer brandneue Komponenten sein Eigen nennt, kann den Punkt Wartung (vorerst) vernachlässigen.
Allerdings sollte man nicht vergessen, dass die meisten Feder-Elemente ab Werk eine gewisse Einfahrzeit benötigen, bis ihre Lager und Dichtungen optimal eingespielt sind. Es kann sein, dass durch die dadurch erhöhte Feinfühligkeit nach einem gewissen Zeitraum die Einstellungen der Federungs-Komponenten nochmals leicht angepasst werden müssen.
Haben die Feder-Elemente allerdings schon etliche Fahrstunden am Buckel, könnte eine beeinträchtigte Federungs-Qualität an überzogenen Service-Intervallen liegen. Wenn das Gabelöl bereits nach toter Katze stinkt, ist anzunehmen, dass die empfohlenen Wechselintervalle schwerst überzogen wurden.
Jede Bedienungsanleitung liefert die Information über wichtige Service-Intervalle. Eine Einschätzung, wie viele Fahrstunden bereits zurückgelegt worden sind, kann unter Umständen etwas mühsam sein; im Zweifelsfall werden vorgezogene Services vom Produkt sicherlich gedankt.
Umgekehrt: Überzieht man Service-Intervalle gravierend, ist es durchaus möglich, dass die Tauchrohre oder andere Bauteile durch eine Ansammlung von Staub und Ablagerungen oder Abnützungen Schaden nehmen. Dies zieht eine weitaus teurere Reparatur als die bloßen Service-Kosten nach sich.
Abgesehen davon, können abgenutzte Gleitlager und Dichtungen eine der Hauptursache für erhöhte Losbrechmomente und demensprechend vermindertes Ansprechverhalten, vor allem bei kleinen Schlägen, sein. Aufgrund von extra Dichtungen bei Federelementen mit Luft noch stärker als bei Federelementen mit Metallfedern.
Je nach anstehendem Service sind Arbeiten meistens von einer Fachwerkstatt durchzuführen, die über das nötige Know-How und Spezialwerkzeug verfügt. Besonders von Dämpfern, deren Kammern unter Hochdruck mit Nitrogenbefüllung oder ähnlichem stehen, sollte man die Finger lassen.```And here is the translated text:```Those who own brand-new components can (for now) neglect the point of maintenance.
However, one should not forget that most suspension elements require a certain break-in period from the factory until their bearings and seals are optimally tuned. It may be that due to the increased sensitivity, the settings of the suspension components may need to be slightly adjusted again after a certain period.
However, if the suspension elements already have many riding hours under their belt, impaired suspension quality could be due to overdue service intervals. If the fork oil already smells like a dead cat, it is likely that the recommended replacement intervals have been severely exceeded.
Every user manual provides information on important service intervals. Estimating how many riding hours have already been completed can sometimes be a bit tedious; in case of doubt, early services will surely be appreciated by the product.
Conversely, if you severely exceed service intervals, it is quite possible that the stanchions or other components may be damaged due to the accumulation of dust and deposits or wear. This results in a much more expensive repair than just the service costs.
Apart from that, worn bushings and seals can be one of the main causes of increased breakaway torque and correspondingly reduced responsiveness, especially with small bumps. This is even more pronounced with air suspension elements due to extra seals than with metal spring elements.
Depending on the upcoming service, work is usually to be carried out by a specialist workshop that has the necessary know-how and special tools. Particularly with dampers whose chambers are filled with high-pressure nitrogen or similar, one should stay away.
The devil is in the details
Sure, here is the translated text while keeping the tags and line breaks intact:```Um zu möglichst optimalen Setup-Ergebnissen zu gelangen, muss man im Normalfall Zeit investieren. Erfahrung hilft (dementsprechend zahlt es sich aus, eigene zu sammeln); je nach Federungs-Modell bedarf es aber gewisser Versuchsreihen, um zum gewünschten Ziel zu gelangen.
Eine gute Praxis ist, mit verschiedenen Einstellungen innerhalb (und gegebenenfalls leicht darüber hinaus) des empfohlenen Bereichs zu experimentieren, um diejenigen Settings zu finden, die am besten zum individuellen Fahrstil passen.
Der Einsatzbereich kann einen großen Unterschied auf das Setup haben. Selbst innerhalb einer Kategorie kann zum Beispiel ein Downhill-Renn-Setup (z.B. steife Federrate, oft harte Druckstufen-Dämpfung) ganz anders ausgelegt sein als ein Bikepark-Setting, welches vor allem auf Jumplines (z.B. steife Federrate, eher langsame Low-Speed Druckstufen-Dämpfung, eher schnelle Zugstufen-Dämpfung) performen soll, beziehungsweise für Runs über einen gesamten Tag auf unterschiedlichen Trails (z.B. softere Federrate, moderate Dämpfung) gedacht ist.
Auch der vorhandene Federweg an sich wird ein und dasselbe Federungs-Produkt in seiner Arbeitsweise, bzw. seinem Fahrgefühl ändern.
Realistisch betrachtet ist die idealste Einstellung jene, wenn die Federung meistens das tut, was man will, und vor allem nichts tut, was man wirklich hasst.
Es ist viel einfacher, spezifische Probleme zu beheben, als etwas zu verbessern, das bereits ziemlich gut ist. Klar definierte Probleme haben klare Lösungen – vage Probleme haben normalerweise unbefriedigende Lösungen.
Sure, here is the translated text: ``` Bracketing
In doing so, you should follow some rules:
- Test the changes with different settings on the same section of the trail with those trail features (such as root or rock section, brake bumps, series of rollers, sharp edge) where the disturbing feeling is strongest. The section of the trail does not need to be excessively long, but factors like riding speed or line choice should be easily reproducible.
- Make only one adjustment at a time – even with respect to the fork and shock, only one element should be changed per run. If more than one setting is changed at a time, it is difficult to determine which change caused which result.
- Note how the change of each individual setting affected the riding behavior.
For example, Merida offers a form in its support documents that facilitates such recordings. An app like Sagly, developed by an Austrian team, which is available in the Apple App Store or Google Play Store, can also significantly support the process through digital storage.
Lists like these help in the bracketing process. Additionally, it makes sense to describe the personal riding experience at each step individually, in order to better articulate the effects or problems—also for the future.Lists like these help in the bracketing process. Additionally, it makes sense to describe the personal riding experience at each step individually, in order to better articulate the effects or problems—also for the future.
- It is best to start the improvement search with the feature that bothers the most. However, if you are following a sequence, it makes more sense to address the suspension first before making adjustments to the damping.
- Change air pressure only in increments of up to 5 psi.
- When using volume spacers, always add or remove only one spacer at a time.
- Change damping settings only in single clicks. To make it easier to understand, find out how many clicks each setting of the damper allows.
- The number of clicks for damping adjustment is always counted from the slowest position.
- A good sequence to go through damping settings is:
1. High-speed rebound
2. Low-speed rebound
3. Low-speed compression
4. High-speed compression
(if there is only one adjustment, it is usually a low-speed adjustment)
The bracketing process can be started with the manufacturer's recommended settings, if available.
If you want to better understand the limits of your suspension components, or if you have no reference points, you should start with the extremes of the adjustment options. For safety reasons, do not complete a section of the track with difficult obstacles such as drops, jumps, steep sections, or dangerous rock or root sections on extreme settings to minimize the risk of injury.
Using the example of rebound damping, start with the first run in the most open position. The second run follows with the most closed position. Run 3 is completed in the middle of the range. From there, move click by click in one direction until the ride feel worsens again. If necessary, move in the other direction in the same way until you find your ideal value. After that, you can turn to the next setting.
If the specific adjustment does not seem to influence or improve the particular problem, return to the original setting (or where it felt best) and try another adjustment.
Sometimes an improvement of a specific parameter can indirectly affect another and require further adjustment of the already changed setting (e.g., higher air pressure may require a slowing down of the rebound damping; or with high- and low-speed damping adjustments, the high-speed setting can massively influence the effectiveness of the low-speed setting).
If all suspension adjustment options are exhausted, you can look back at the frame itself to see if an aftermarket company like Cascade Components has already addressed the kinematics of the bike model.
There you will find different links and levers that influence the leverage ratio and/or travel of many common frames in one way or another. If you go down this path, you must expect that the manufacturer's warranty will automatically expire.
Problems and Possible Solutions
Was die Dämpfung betrifft, kann man von schnell/offen (Extremwert des Einstellungshebels Richtung gegen den Uhrzeigersinn) oder langsam/geschlossen (Extremwert des Einstellungshebels Richtung Uhrzeigersinn) sprechen.
Suspension hardens/compacts with quick successive hits
| Rebound damping might be too slow, causing the suspension to react too slowly to successive hits and dive deeper into the travel | Increase rebound damping speed |
| High-speed compression damping might be too slow | Increase high-speed compression damping speed |
Suspension tends to bounce and tires lose traction quickly
| Rebound damping might be too fast | Decrease rebound damping speed |
Suspension dives too deep into travel on steep sections and feels undefined
| Sag might be too high | Increase air pressure/metal spring rate to achieve recommended sag value or reduce it |
| Low-speed compression damping might be too fast | Decrease low-speed compression damping speed |
| Rebound damping might be too slow, causing the suspension not to rebound quickly enough to be ready for the next hit | Increase rebound damping speed |
| Spring curve might offer too little support in the mid-stroke | If the suspension system offers the option, raise the mid-stroke support of the curve. Increasing end progression usually doesn't sufficiently affect the mid-stroke. |
Suspension bottoms out on big jumps, high drops, or strong hits
| Sag might be too high | Increase air pressure/metal spring rate to achieve recommended sag value or reduce it |
| Spring curve might be too linear | Add volume spacers/reduce air chamber size/switch to a progressive spring |
| If present, high-speed compression damping might be too fast | Decrease high-speed compression damping speed |
Suspension feels stiff on small bumps and offers little traction
| Sag might be too low | Reduce air pressure/metal spring rate to achieve recommended sag value or increase it |
| Low-speed compression damping might be too slow | Increase low-speed compression damping speed |
Maximum travel cannot be efficiently used
| Sag might be too low | Reduce air pressure/metal spring rate to achieve recommended sag value or increase it |
| With appropriate sag, reduce progression if possible | Reduce volume spacers in air suspension elements/switch to a regular spring if using a progressive spring in metal suspension elements |
| If present, high-speed compression damping might be too slow | Increase high-speed compression damping speed |
Severe arm pumping
| Sag might be too low | Reduce air pressure/metal spring rate to achieve recommended sag value or increase it |
| Fork compression damping might be working too fast or too slow | Adjust compression damping speed |
Suspension feels stiff and unyielding
| Sag might be too low | Reduce air pressure/metal spring rate to achieve recommended sag value or increase it |
| Low-speed compression damping might be too slow | Increase low-speed compression damping speed |
| Tire air pressure might be too high | Reduce tire air pressure to a level that offers the best compromise between traction and puncture protection |
Suspension tends to bob
| Sag might be too low or too high | Adjust sag according to manufacturer's specifications |
| If present, low-speed compression damping might be too fast | Decrease low-speed compression damping speed |
Suspension dives deeply on berms or jumps
| If present, low-speed compression damping might be too fast | Decrease low-speed compression damping speed |
| Spring curve might offer too little support in the mid-stroke | If the suspension system offers the option, raise the mid-stroke support of the curve. |
Rebound damping is too slow or fast despite minimum setting
| Rebound damping range is not wide enough for rider weight | Many suspension elements can be internally adjusted through their shim stacks or similar systems; such changes can usually only be made by professional workshops |
Metal spring shock bottoms out hard despite all measures and correct sag
| Frame might have too linear or even degressive leverage ratio | Check if a progressive metal spring is available for the shock model/switch to an air suspension element with a smaller air reservoir/check if an aftermarket link (caution: warranty might be voided) is available |
And now: Good luck with setting up the suspension!
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