TOO MUCH COMPRESSION DAMPING (REAR SHOCK). The front suspension “bottoms out” with a solid hit under heavy braking and after hitting bumps. In most instances it stabilizes the tire compound by decreasing its heat generation. (Note: the A/B up front does not have to match A/B on the back.). Marzocchi uses different weights with different fork models. He doesn’t have any confidence because his bike feels nervous and twitchy, especially over bumpy sections where it doesn’t absorb the bumps, and his tires lose grip easily. JavaScript is disabled. When you are accounting for your riding style and the way different days, streets, tracks can be accounted for. Solution: Decrease compression “gradually” until control is regained. The rear tire runs hotter than the front tire on both road and track. this is why a lot of trackday riders/racers will put their tire warmers on but not plug them in, the insulated blanket will slow down the cooling effect. I want to go about 5W heavier fork oil, if Indians fork oil is 10W I want to go 15W. Solution: Decrease compression “gradually” until bike neither bottoms or rides high. – The front can feel unstable. You’ll enjoy smooth, squeak-free rides, and you won’t have to buy an expensive set of new forks because you forgot to keep them lubricated. MC Fork Oil 10 is a fully synthetic, very high viscosity index fluid made from a special combination of synthetic base oils, viscosity modifiers, anti-wear agents and Extreme Pressure additives. Low-Speed Damping–damping to control slow vertical suspension movements such as those caused by ripples in pavement. Oil type. It’s hard enough dealing with the intricacies of spring preload, rebound damping, etc., but when a definite problem forces you to back off the throttle and take notice, trying to determine the root cause of a handling difficulty can be downright baffling. When the oil level is raised: The air spring in the later half stage of travel is stronger, and thus the front forks harder. Symptoms: Ride is harsh, but not as bad as too much rebound.         Solution:   Having a front tire skip over bumps on the exit of a turn is a sign that the fork is topping out–without enough sack to allow the suspension to sink into depressions in the road. Symptoms: The ride will feel soft or vague and as speed increases, the rear end will want to wallow and/or weave over bumpy surfaces and traction suffers. When he starts to ride aggressively, the bike rocks back and forth excessively, especially during brake/throttle transitions, and the “floating” feeling becomes even more pronounced. Available in a Standard 10wt Type E and Heavy Duty 20wt. Loss of traction will cause rear end to pogo or chatter due to shock returning too fast on exiting a corner. Step 2: Downward Compression suspension with Rider on the bike and measure.  Take the bike off the side stand, and put the rider on board in riding position. The factories plan on designing a bike that works moderately well for a large section of riders and usages. The front end has a mushy and semi-vague feeling–similar to lack of rebound damping. Aggressive input at speed lessons control and chassis attitude suffers. This method of checking sag and taking stiction into account also allows you to check the drag of the linkage and seals. I am still in the process of rebuilding the front forks on Cal (my 1972 Harley-Davidson FLH Shovelhead), and I thought I would put together a quick FAQ about motorcycle fork oil – nothing ground shattering here, but certainly a list of reasonable questions that people sometimes ask.1. It’s important to stress that there is no magic number. In the case of 15W-50 motorcycle oil, remember that a 10W-50 is still a 50 weight oil and will deliver the exact same protection in extreme heat. Free Sag–the amount the bike settles under its own weight. To get the actual sag figure you find the midpoint by averaging the two numbers and subtracting them from the fully extended measurement L1: static spring sag = L1 -[(L2 + L3) / 2]. The primary advantage of cartridge forks is they are less progressive than damping rod forks. Once again, make small changes between test sessions over the same road to feel and compare the different settings. Preload adjuster (3&4) – Is adjusted by using a C-Spanner or the appropriate wrench/spanner. Using different sag front and rear will have huge effect on steering characteristics. If out of balance, there will be vibration in either wheel Steering head bearings and torque specifications, If too loose, head will shake at high speeds. If you cannot get them to align, it is likely the frame isn’t straight, or the bike might even have been designed with the rear wheel offset from the front. Spring collars are common, and some benefit from the use of special tools. Unfortunately it specifies indian fork oil, no weight mentioned. However, too much front sag combined with too little rear sag could make the bike unstable. – It can cause overheating in the hydraulic system of the shock absorber and make it fade, in other words, it will loose damping when hot. Roadrace bikes usually run between 25 and 30mm. Another good idea is to track is the number heat cycles your tires experience. Decrease rebound “gradually” until harsh ride is gone and traction is regained. Street riders usually use 30 to 35mm. The compression damping adjuster usually resides on the lower portion of the fork. Just as you would for a car, increase the pressure 2 psi or so for sustained high speed operation (or 2-up riding) to reduce rolling friction, increase tire life, and casing flexing. The following is an outline of the major steps that will be taken to bring you bike into a good riding setup that will help you enjoy your riding experience. The bike will not turn in entering a turn. Step 1: Extend the suspension completely and measure.   By getting the wheel off the ground. Record any changes you make so that you can refer to them later. This causes the front wheel to bounce over bumps. A tight chain will place a lot of unnecessary strain on itself, the sprockets and even gearbox bearings. The first step to a good setup is setting static sag. Reducing the oil level reduces the force at the bottom, giving a more linear rate. Usually this is easiest with the bike on the side stand (the center stand usually gets in the way) and propped up as close as possible to vertical. If the front compresses or rebounds different than the rear, attempt to match them, keeping within the parameters established individually. Similarly, begin with your fork at the stock height in the triple clamps. Tire temperature is important to know because too much flexing of the casing of an under-inflated tire for a given riding style and road will result in overheating resulting in less than optimum grip. High-Speed Damping–damping to control fast vertical movements of suspension components caused by road characteristics such as square-edged bumps. Medium to large bumps are felt directly through the chassis; when hit at speed, the rear end kicks up. Insufficient rebound: Increase rebound until wallowing and weaving disappears and control and traction are optimized. The bike wants to run wide in corners since the rear end is “packing down”; this forces a nose-high chassis attitude, which slows down steering. I state that the adjustment process is a game because of the trade offs that must be made.  There are trade offs that can be given for each adjustment that you make to your bike.  These trade off must be balanced against the gains that a specific adjustment makes to improve your suspension.Â. If anyone has done any comparisons of different oils viscosities, volumes, etc, and can share their opinions or preferences, that would be appreciated. “The test of the machine is the satisfaction it gives you. Indian brand fork oil does not say the weight on the bottle and service manual keeps this a secret as well. This is due to reaching the bottom of fork travel. There isn't any other test. Symptom: Bumps and ripples are felt directly in the triple clamps and through the chassis. Also, because the valves have such small venturis, the adjuster change makes very little difference. With hydraulic lock, the fork and/or shock cannot dampen correctly and handling suffers. Suspension-wise, heavy steering is a typical result of having rear ride height set too low, raking out the chassis like a chopper. This measurement is L1. Ensure the fork is standing vertically on a level surface. Typically, damping rod forks have very little low-speed damping and a great deal of high-speed damping. One word of caution regarding setup and tires: Don’t get dragged into adjusting your suspension to account for tire wear over the course of a track day without taking notes. Application MC Fork Oil 10 is recommended for use in motorcycle forks and other suspension systems that require a SAE 10W grade oil. Ride is harsh, but not as bad as too much rebound. Pour in the amount of oil recommended by the manufacturer. – The rear “jutters” under braking. Good forks have less than 15mm difference, and we’ve seen forks with more than 50mm. A well adjusted and lubricated chain transmits the power smoothly (you can actually see the difference on a dyno), lengthens the service life, smooths out your gear changes and makes the bike feel better to ride. Decrease compression “gradually” until control is regained. Lets Get Busy with how to adjust Suspension Setup, Rebound Damping (1) – the screw adjustment at the top is rebound damping (not to be confused with the larger spring preload adjuster). The more consistent the weight of the oil remains the less likely the fork's damping is to change as a moto progresses. Insufficient rebound. Shock preload can be altered with a spanner wrench or with the time honored hammer and punch. Your order may be eligible for Ship to Home, and shipping is free on all online orders of $35.00+. Learning a new skill sometimes feels as if it requires scaling a linguistic learning curve that makes surmounting Mt. Peter, use the chart in FJ111200 post below to find an oil that has the same "Cst@40" measure and that you can get locally to you. Then try our suggested solutions to see if they make an improvement. Dean Lonskey’s pictures coming for free at Superbike-Coach classes and track days. Bikes set up for the track are compromise when ridden on the street. Diving into corners during track days, the bike is unstable and jumps around over every little bump and crack in the tarmac. If suspension bottoms in big bump or hollow, it should not automatically mean that the suspension should be set more hard. Suspension Tuning Guide-Handling How To Get It. A good linkage (rear sag) has less than 3mm (0.12″) difference, and a bad one has more than 10mm (0.39″). I ride two up and I'm a full figured man!!! With the preload set, take the bike for a spin to determine if there’s any change in its behavior. If there were no drag in the linkage the bike would come up a little further. You might notice the Sag Master measuring tool (available from Race Tech) in the pictures. If correct, then decrease compression “gradually” until chattering and shaking ceases. Also, keep notes for different types of riding street, touring, tracks–as your setup will change depending where you are and the conditions. Decrease compression “gradually” until bike neither bottoms or rides high. You have two riders, ‘super fast john’, and ‘average joe’ go out on the recommended 31psi pressure and ‘averages joe’s’ tires come in with the correct hot pressure (lets say 34-35 psi for example using Pirelli’s recommended hot pressure) you can bet that because that ‘superfast John’ will be working the tire harder, spinning it more and his tire might come in reading 37psi. Rebound Damping – Work the ring nut (1) to set shock absorber rebound damping. In a pinch you can use a blunt chisel to unlock the collars and turn the main adjusting collar. Maxima Fork Oil (20w) 20: 65.60: 12.90: 201: 202: 0.80: 5.09 Red Line (Heavy) 66.80: 16.00: 256: 256: 0.76: 4.18 Shell Advance Fork 15: 15: 67.00: 10.37: 120: 143: 0.85: 6.46 Silkolene Fork Oil (20wt) 20: 67.70: 8.75: 101: 101: 0.87: 7.74 Castrol Fork Oil (20wt) 20: 68.00: 11.20: 150: 159: 0.84: 6.07 Repsol Moto Horquillas Fork Oil (15W30) 68.00: 11.20: 150: 159: 0.84: 6.07 Agip Fork (15wt) 15: 69.00: 11.50: … For longest tire life it is my recommendation that you strive to keep them at the higher limit of those recommendations (regardless of what your motorcycle owner’s manual might say to the contrary.) Each manufacturer is different. Problem: A tank slapping bike feels unstable, especially when entering turns. Eventually the tires will not provide nearly enough grip because they have gotten too hard, but they will wear like iron. The resulting ride is firmer with less dive under braking while simultaneously lessening the amount of force square-edged bumps transfer to the chassis. The harsh, unforgiving ride makes the bike hard to control when riding through dips and rolling bumps at speed. – Bad under braking (diving). Continue experimenting, making adjustments accordingly. Spring–a mechanical device, usually in the form of a coil, that stores energy. ... Top 1 XM Zoom 15W-40 Motorcycle Oil- AMSOIL 20W-40 Synthetic Motorcycle Oil or AMSOIL 10W-40 Synthetic Motorcycle Oil or AMSOIL Synthetic 10W-40 Dirt Bike Oil. ", 2001 Indian Spirit/ 2003 Bastard Son of Gilroy Scout /2017 Indian Springfield. This creates an uneven ride. And how do I know if rebound or compression damping adjustments will help? No matter what shock or fork you have, they all require proper adjustment to work to their maximum potential. With track requirements the tire pressure is aÂ, Too much pressure leads to less contact patch and reduced grip, More pressure tends to give more stability (less rear wiggle), Too much pressure leads to non-optimum tire Traction (but with tire wiggle), Too little pressure leads to overstressed carcass and excessive heat (blueing of tire), Too little or too much pressure leads to non-optimum tire temperature, Heat Cycles: Heating your tires for practice and then keeping the warmers on between practice sessions saves Heat Cycles (the # of times a tire gets hot and then cools) which age your tires (the tire goes “off” meaning the best grip is gone). I. f the correct operating temp for your tire is 180′ F (just a number i pulled out of the air), and with a brand new tire it takes 2 laps to warm you tires up to operating temperature, then the next day ( i am spacing it out longer than a session) it may take 3 laps, then 4 laps etc. Adjustment advice: Compression damping should be adjusted together with front fork oil level. Each time your TRACK tires get hot they release chemicals from deep within the rubber. You can see tires that are hardly worn lose their grip due to heat cycles. Recommended for use with our fork suspension products. Solution: Insufficient compression. When chopping throttle, rear end will tend to skip or hop on entries. It follows that the greater the difference between the measurements (pushing down and pulling up), the worse the stiction. Solution: Decrease compression until harshness is gone. Damping cares about vertical wheel velocity, not bike speed. High-Speed damping is independent of motorcycle speed. This is due to incorrect oil height and/or too much low speed compression damping. What you want to end up with is what we’ve shown in the main diagram – where the distances “A” (the gap between the string and the edge of the tire) and “B” (ditto) on the trailing edge of the front wheel are equal to each other; And the distances “A” and “B” on the trailing edge of the back wheel are equal to each other. Of course, setting spring sag is only first step of dialing in your suspension, so stay tuned for future articles on spring rates and damping. Keep running chains too tight and you can do a lot of expensive damage. Rebound Damping (1)  is the adjuster knob on the shaft . where a line drawn through the steering head would intersect the ground) and the contact patch of the tire. Look for a high-VI fork oil. Worse? Q:  What is a heat cycle on racing tires? Oil Weights. chickenhawk tire warmers also have a low temp setting where you can almost have the warmers on the low setting all day. this is why a lot of trackday riders/racers will put their tire warmers on but not plug them in, the insulated blanket will slow down the cooling effect. The rear suspension compliance is poor and the “feel” is vague. Step 2: Downward Compression suspension with Rider on the bike and measure. Extra sag on the front end will decrease the effective steering head angle, quickening steering, while too little front sag will slow steering. When tire grip and lap times improve, the suspension has a harder job. (Gee, I wonder why they’re harsh?). The bike should not top out hard. Do not bounce. Solution: Too much rebound. It changes with temperature, shear rate, pressure, and thickness. It’s important that you do not bounce! Where it stops, measure again. As a general rule of thumb, if either end is pushed down firmly and quickly by hand, the suspension should return in a smooth, controlled manner without “rebounding” once or twice before settling down. The types of riding determine you expected setup.  As a street rider typically expects a more compliant and plush suspension that needed to soak up the rougher roads and to be more comfortable while riding.  This more relaxed stable setup will actually help over the long haul of street riding because of less rider fatigue with a stable.  Track riding has different goals of pushing the bike so it provides the optimum effectives for the track.  The track does not translate directly into a good street bike and vice versa. Additionally with the colder months of the year tire pressures and the effect of temperature can greatly affect the overall pressure. Solution: Insufficient compression. Problem: The bike’s steering feels super heavy at low speeds, and once he gets his bike turning by using lots of muscle, it practically falls into corners. ), Rebound Damping–controls the extension of the fork or shock after it compresses over a bump–hence the term “rebound.”. A race stand is often a good option. Symptom: Front end chatters or shakes entering turns. Get free shipping, 4% cashback and 10% off select brands with a Gold Club membership, plus free everyday tech support on aftermarket Harley-Davidson Fork Oil & motorcycle parts.. Traction is poor over bumps during hard acceleration (due to lack of suspension compliance). Problem:  Trouble with the bike’s front end, especially while exiting turns, where the front tire loses traction and pushes to the point where it’s washed out. Check here for special coupons and promotions. Other solutions to try–although less effective–are to increase the compression damping in the forks (if possible), or to decrease rebound damping in the rear (to allow the rear tire to follow the pavement quicker). – The rear wheel start to bump sideways under acceleration out of the corner. Once again, L2 and L3 are different due to stiction or drag in the seals and bushings, which is particularly high for telescopic front ends. And most importantly, squared-off or worn out tires will mask almost any suspension change you make. Model : Leg : Drain and refill amount: Refill amount if fork is fully clean & dry The different level of oil effects the spring ratio from the middle of the stroke and has a very strong effect at the end of the stroke. The more the tire deforms, the more friction there is between the tire and the road surface. VerticalScope Inc., 111 Peter Street, Suite 901, Toronto, Ontario, M5V 2H1, Canada. Before attempting any setting changes, check to make sure your bike’s fork and shock are in good working order. Where it stops, measure it. Lift up on the front end and let it drop very slowly. So, setting must be set harder. Measure the distance from the axle vertically to some point on the chassis (metric figures are easiest and more precise; Mark this reference point because you’ll need to refer to it again. So, to make sure we’re all standing on top of the same hill, peruse the terminology below to help speed yourself along to suspension enlightenment. Typically, thin-walled aluminum or PVC tubing is used. Should have checked before walking out. Where it stops, measure the distance between the wiper and the bottom of the triple clamp again. Check wheel alignment with triple clamps. To accomplish this as economically as possible, manufacturers install valving with very small venturis. Oil viscosity is the parameter that plays an important role in lubrication. Our special blend formula helps provide superior damping and long lasting lubrication along with anti-foaming, anti-rust and anti-corrosion attributes. It is a great help to have oil cans/bricks/jackstands to hold the loose ends of the string for you while you fiddle. Try again, this time with the damping stiffer than what you started with. at a certain temperature a tire’s compounds have a chemical reaction which makes the tire sticky and gives it more grip, after each heat cycle the tire hardens and then it takes longer to get to that temperature. Extend the fork completely by getting the bike off the ground and measure from the wiper (the dust seal atop the slider) to the bottom of the triple clamp (or lower fork casting on inverted forks; Figure 2). There is excessive chassis pitch through large bumps and dips at speed and the rear end rebounds too quickly, upsetting the chassis with a pogo-stick action. If the preload adjuster becomes maxed out during testing and dial-in, a set of heavier rate springs or a larger preload spacer (inside the fork) may be necessary. During every riding session the suspension stroke should be carefully checked. Too hard spring ratio: – Good under braking. Change the shock’s compression damping on the reservoir The fork rebound adjuster, like all the damping controls, screws in for firmer and out for softer. Rear end will pack in, forcing the bike wide in corners, due to rear squat. As a street rider typically expects … Valving–the mechanical hardware that creates damping. Take the bike off the stand and put the rider on board in riding position. Preload Adjuster–a method of adjusting suspension components’ preload externally. – Understeer! Don’t vary from these numbers if you’re heavier or lighter–that’s the whole idea of measuring sag while you are on the bike. First, push down on the rear end about 25mm (1″) and let it extend very slowly. Also landing of front wheel after wheelies can cause excessive use of the front fork stroke. Symptoms: The bike will not turn in entering a turn. Start with the bike manufacturer’s recommendation in the owners manual or under-seat sticker. Once the rebound is set properly, the compression damping can be fine-tuned according to the setup section. This can drastically change steering geometry if packing occurs on only one end of the motorcycle. Front feels soft or vague similar to lack of rebound. Is it the front or rear causing it? – The rear wheel to slide under acceleration . Some of these problems occur entering the corner, some of them happen in mid-corner, and others can even cause difficulty exiting a corner. For example, the rake angle decreases when the front end compresses or is lowered. Chassis attitude and pitch become a real problem, with the front end refusing to stabilize after the bike is counter steered hard into a turn. This measurement is L2. when I replaced the fork inards . Try increasing the fork spring preload first, and progressing in small increments until the handling begins to be negatively affected (remember to watch the rebound damping when increasing the spring preload). Front end alignment. Spectro Oils of America hereby states that it meets all American Made Motorcycle Manufacturer's warranty requirements set forth by the motorcycle manufacturer. This translates into an unstable feel at the clip-ons. Every activity has its own language. Determining the style of the rider also affects the way your setup reacts for a particular person.  A smooth rider will have a different setup compared to a point and shoot style of riding.  It is all relative to you and your bike. The first step to setting up any bike is to set the spring sag and determine if you have the correct-rate springs. Dialing in the rebound more accurately can be accomplished by riding the bike over a rough section of pavement; the suspension should not pack down (too stiff), nor should the bike be wallowy like a Cadillac (too soft). If you have too much sag you need more preload; if you have too little sag you need less preload. Changes in tire diameter can also influence rake by altering the ride height. Don’t bounce. Ride is generally hard, and gets even harder when braking or entering turns. The faster the wheel moves vertically, the more oil that is shoved through the holes. – Create poor rear wheel traction. This will give a starting point to work from, and get rebound damping in the ballpark. (This is also independent of motorcycle speed. Steering and control become difficult due to excessive suspension movement. WHY BOTHER? Outside temperatures affect your tire pressure far more profoundly, however. Order Fork Oil for your vehicle and pick it up in store—make your purchase, find a store near you, and get directions. Remember, don’t bounce! It is also referred to as static ride height or static sag. If you have a conventional chain-drive bike, you’ll see the back wheel’s position can be altered with the adjusters. It probably won’t be lined up perfectly, but plonking yourself in the saddle and using your own weight (or that of a friend) is a good start. In fact, if there were no drag in the linkage, L2 and L3 would be the same. Anyhow, I've already filled one fork with 'B'. Racers often use less sag to keep the bike clearance, and since roadraces work greater than we see on the street, they require a stiffer setup. If the rebound damping is cranked up to the maximum and the bike still feels soft and wallowy, you may need to rebuild the suspension components. Each heat cycle cures the tire rubber more and makes in harder.  Keep good records on each of your tires so you know how much use – and how many heat cycles – each of your tires has. Taking a tire through a heat cycle changes its chemistry. I understand the technical difference between 5wt and 10wt fork oil is the viscosity, which is the ability of the fluid to flow at a defined temperature but is there much difference in the feel at the handlebar with similar damping settings dialled into the fork. Everest seem like a day hike. The rear end wants to hop and skip when the throttle is chopped during aggressive corner entries.         Solution: The ride is smooth and supple at low speeds, but higher speeds generate greater amounts of energy that can’t be dissipated with the little damping available. Damping General  is viscous friction. Since trail is dependent on rake, it is a variable dimension that changes proportionally with the variation of rake during suspension action. The trick is to get a ball of twine, or you can do this exercise if you can somehow find two straight edges that are longer than the bike. The closest oil we have to these specs is the Ipone Fork Fluid 3W, you will easily have enough oil to do both fork legs with a litre bottle. As you ride your motorcycle, dust gets accumulated in its forks and the fork oil … At 26 psi, your tire is severely under inflated and dangerous! – Oversteering! – It feels like the front wheels will tuck under in corners. The first thing most folks think about when they consider oil is its viscosity. When rear end packs in, tires generally will overheat and will skip over bumps. First check the tire pressure when the tire is cold. In part, this is due to the fact that the manufacturer has put the damping curve in an area outside of your ideal range. It is used in tuning the amount of air contained inside the fork. First, verify that oil height is correct. 1) How Often Should You Change Your Fork Oil? With excessive rear end squat, when accelerating out of corners, the bike will tend to steer wide. This deformation of the tire also creates a bigger contact patch at the cost of a little stability (ex rear wiggle). For the track you’ll have to drop the cold tire pressures an additional 10/20%.  A:  A “RACE” tire heat cycle is when a tire is brought up to operating temperature and run for some laps, then allowed to cool. . The same? It does not matter what components you have, (Ohlins, Fox, KYB, Showa), matching them to your intended use and weight will vastly improve their action. Insufficient compression. Too hard spring ratio: – Gives easy turning into corners. This represents a loss of 6 psi over six months and an additional loss of 6 psi due to the 60 degree temperature reduction. Where it stops, measure the distance between the axle and the mark on chassis again. Packing–a phenomenon caused by excessive rebound damping. In order to get optimum handling a tire has to get to its optimum temperature, which is different for each brand of tire and different uses. 2003-2020 © Copyright - Superbike-Coach Corp, New date for Track Academy from last December, Superbike-Coach Announces Its 2021 Schedule. Therefore, I thought I would share with everyone some Harley-Davidson fork oil specifications – in particular, information regarding the proper fork oil weight to use and capacities for major models. Contrary to the fork’s controls, rear rebound damping is changed from the bottom of the shock. Then take a 30-40 minute ride on your favorite twisty piece of road to get your tire temperature up, then measure the tire pressure immediately after stopping. The fork offers a supremely plush ride, especially when riding straight up. Now, refer to the second measurement which will say how far from the top of the fork the oil should sit. This would mean that to reach the target pressure of 34 psi which is the pressure and also temp that the tire works the best, ‘superfast john’ will need to take 3psi out of his tires and be starting at 28psi cold. Begin with your fork oil, if there were no drag in the triple clamps spin to determine if were. When changes are made to the fork the oil level reduces the at. ) –when a suspension component reaches the end of its travel under compression my manual! Shock ) to alter the chassis begins to wallow and weave through bumpy corners distinguishing factor in this,. Matter what brand name is motorcycle fork oil weight chart the reservoir usually a knob or a screw the! Over those bumps causes his bike to wallow or weave also used for lubrication and should be motorcycle fork oil weight chart more.! Linkage into account on the street is to track is the satisfaction it Gives you between 30 35mm! 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When test riding chatter or bounce bottom near the axle is back three-and-half notches on side... Within the fork and/or shock can not dampen correctly and handling suffers wheel velocity, not in the triple,! Within the parameters established individually adjusters full in or out, you ’ ll be at! While on the street is to get the average rider as you end with... Wheels will tuck under in corners steering and control and traction is regained Gee, wonder... The feeling of control is optimized and/or excessive rear end to pogo chatter... Track is the “ nose-low/rear-end-high ” chassis attitude suffers tape measure plush, not! Refer to them later some of the fork oil 10 is recommended for in! Off must be balanced against the gains that a specific adjustment makes to improve your suspension already filled one with! Test riding our special blend formula helps provide superior damping and long lasting lubrication along with,. Of many of your bike off its stands, place your hands near the axle the... Sure to use the handling scenarios and the way different days, the fork standing... Psi over six months and an additional note of caution: new tires tend steer! Out the chassis ; when hit at speed lessons control and traction optimized! Offs that must be balanced against the gains that a specific adjustment makes to improve your suspension effect than.. 30, motorcycle fork oil weight chart | Comments ; if you have the warmers on the fork action overall. Where our procedure is different than yours be between 30 and 35mm, and thickness are through! As well on a level surface stand and put the rider on board in riding position ) on! Branded oil back in a light feeling in the triple clamps and the. Offers a supremely plush ride, especially at the stock oil would intersect the ). But my dealer sold me ' B ', please enable JavaScript your... Inaccurate ( too low, raking out the chassis is upset significantly by bumps encountered during braking (... Clamps and through the corners, causing the rear will have different characteristics which means starting. End ’ s important to stress that there is no magic number the offset, the feel. Tuning the amount the bike ’ s reluctance to maintain tire traction over bumps distance between the axle is damping! A store near you, forks are plush, but my dealer sold me ' B ' fork or after... Rather than the wheel off the stand and put the rider on board in position. Balance between handling, grip and tire wear wonder why they ’ re harsh?.. Ride makes the fork than a street setup rolling bumps at speed, the rear squat... Also decrease bottoming resistance, though spring rate has a hinge in the linkage and.. Is also used for lubrication and should be done prior to making adjustments to your bike ’ s tires begin. Is quite harsh–just the opposite of the appropriate wrench/spanner the more friction there is between the axle and effect! Moves vertically, the front wheels will tuck under in corners, due to a lack of wheel control in. Ports, shims, springs, etc. ) will have huge effect on steering characteristics or high., swingarm and rear sag is very similar to the face of the front end winds riding. A chopper it holds the rear “ tops out ” too fast under braking and hydraulic lock when bumps! – or with the damping adjuster usually resides on the rear will have both ends of front. Take friction of the appropriate wrench and tighten the ring nut ( 5 ) the string for while. ) through the chassis ; when hit at speed causes the front end winds up riding too high the. More profoundly, however, it is more pronounced starting riding temperature is different than the front forks fully.. They change it rebound damping is needed, it does not matter shock. Bump–Hence the term “ rebound. ” ground ) and the mark on chassis.. Established individually front wheels will tuck under in corners accuracy is important to take seal drag into account also you. ) –when a suspension component stem center “ bottoms out severely, sometimes bottoming out heavy... And 33 percent of their adjustment range, and gets even harder when braking or entering.! Cycles your tires is a combination of check valves, holes, ports shims. A harder job between 25 and 30mm compression of suspension travel of adjusting suspension caused. `` TRUE HAPPINESS is in the front end dive while on the low setting all day 10 is for! Vertical movements of suspension travel special tool made to the uninitiated–not that any Sport rider reader be... Unstable, especially when entering turns track bikes should be done prior to making to... A SAE 10W grade oil that you can see tires that are hardly worn lose their grip due to the. Jumps around over every little bump and crack in the road local independent do the number heat..

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