Review: Ohlins’ TTX22M Coil Shock Delivers Grin-Inducing Performance

Sep 13, 2019
by Dan Roberts  
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Öhlins' story began with motocross. It was with a rear shock, the TTX, that they made their entry into the MTB market, transferring the heritage, concept, and search for perfection over from motorized vehicles and crafting it into suspension products that aim to give maximum handling and outstanding feedback.

A few years have now passed since that first foray into the MTB world, and their current TTX22M still carries with it that desirability, not just from its distinctive exterior color but from its apparent performance.

It was time to put in some serious ride time on one of their units and see if this desirability was just vainly skin deep or if it was from something more special lurking inside.

TTX22M Shock Details

Tested: 205x60mm Trunnion C20 R40 & C10 R40 Tunes
Intended Use: Trail, Enduro & DH
Spring System: Coil
Damper System: TTX Twin Tube
Mounting: Trunnion (metric lengths only) or standard eyelet
Weight: 887g / 1.96lb (205x65mm Trunnion with 548lb x 67mm stroke spring)
Price: $695 USD / 695 € (Additional light springs $95 USD / 92 €)
More info: Öhlins MTB

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The signature gold color is instantly recognizable as Ohlins.

Function, Details & Features

In the box you get the damper unit, spring collar and C-clip, eyelet bushings, a spring, and the manual.

A coil spring is only one step up in engineering from a leaf spring, but packages the energy-storing far more efficiently wound around the damping unit. Öhlins springs are incremented in 4Nm steps, which is 23lb in imperial. Original Öhlins springs were carrying a bit of timber, or metal to be exact. But since then they’ve ditched between 25-30% of the weight with their new light springs. For reference, the 548lbs spring in 67mm stroke we used most in the testing weighs in at 406g.

There’s the usual spring collar used for attaching the spring to the damper, but most have a C shape to pass the collar around the damper shaft. The TTX22M’s spring collar has no split in it and is held to the eyelet of the shock via a steel c-clip. This means there’s no potential gap in support between the collar and the spring. It is a touch fiddlier than the conventional system, but ensures proper performance no matter the spring orientation. Installing the spring requires you to remove the rebound adjuster, this is a bit annoying but thankfully is done very infrequently. There’s a 2.5mm Allen key bolt holding it in and a nice solid key way between the small adjuster and the shock.

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A complete ring of a spring collar holds the shock in with aid of a steel c-clip.
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Small nylon screws hold the preload collar securely in place.

At the other end of the spring the threaded collar, used to preload, contains two small nylon screws to stop the collar from unthreading as the spring compresses and returns. This twisting motion can sometimes loosen the threaded collar, leaving you with a bike that sounds like a bag of spanners. But the Öhlins system puts a stop to this.

The body of the damper is protected from spring rub by a plastic guard which sits at a slightly proud diameter in relation to the rest of the body.

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Spring installation and swaps require removal of the rebound adjuster. Once the spring collar is on, the spring isn't going anywhere.

Around the damper shaft sits the bottom out bumper, where it nestles into place down in the eyelet. Öhlins use two different lengths of bumper dependent upon the shock stroke, leverage ratio and progressivity of the bike it will be on. They also chose a different route for changing the stroke for a certain shock length to ensure that the characteristics from the bottom out bumper remain the same for all available shock strokes in a fixed eye to eye.

Damper Unit

Öhlins has been working with twin tube damping architecture for longer than most across the spectrum of genres that they offer products for. Twin tube is as simple as it sounds, with two tubes housed inside each other providing a circulation of oil from in front of the piston to behind and vice versa as the shock compresses and rebounds. The idea behind this concept is to remove any risk of cavitation (a rapid change in pressure that can cause the formation of vapor filled voids, resulting in an inconsistent fluid properties). The experience Öhlins have with this layout means they can precisely manage the pressures over the piston, keeping them within a range that ensures performance.

 hlins TTX22M Valve Types
The TTX22M utilises bleed valves (1) and shim valves (2).

The main piston houses compression and rebound shim stacks and bleed valves, while the compression adjuster in the neck of the shock has a compression-only shim stack and bleed valves.

The damping force in the shock is produced from the increase in pressure in front of the piston as it moves through the oil. There is a pressure drop on the other side of the piston, but that’s not where the damping force comes from. Öhlins connect the nitrogen gas pressure in the reservoir to the low-pressure side of the piston to avoid cavitation. By the use of check valves, they can connect this gas pressure in both compression and rebound strokes.

This is the theory, but in a dynamic situation there will be a lag in the valve response and oil transportation due to flex. Fascinatingly, I’ve had oil described to me as a sponge. There’s an inherent delay in the oil answering your demands. Öhlins however say that with their twin tube design they can tune their shocks very well with their small adjuster click ranges while still keeping their pressures within a window that ensures proper performance.

 hlins TTX22M Oil Flow
Compression (3) and rebound (4) flow through the twin tube damper design.

When the shock is compressed the oil inside has three different “escape routes”: through the piston compression shims, through the compression adjuster bleed valve and through the compression adjuster shims. At any compression speed there will be movement through all these routes but at different shaft speeds the percentage split between the three escape routes changes. At lower shaft speeds there’s a higher percentage going through the bleed valves. Conversely, at higher shafts speeds the shims take more care of the oil flow. The oil volume displaced by the shock shaft entering the body flows through the compression valve and compresses a bladder inside the reservoir and pushes against the nitrogen gas.

When the shock is extending, or rebounding, the check valve closes and directs all oil flow through the main piston and the rebound adjuster bleed valve and shims. The oil that was displaced by the shock shaft, and was contained in the reservoir is now pushed back into the main oil volume by the gas pressure.

The use of a bladder in the reservoir reduces the number of pistons constantly moving back and forth, and so drops the internal friction. Öhlins use nitrogen gas due to its more stable characteristics with temperature change.

Where things get really mind-bending is in how Öhlins describe the use of a turbulent flow of oil to maintain a stable pressure drop across their valves despite changes in temperature. As oil temperatures change the viscosity also varies: the hotter the oil, the thinner it is. With the pressure drop across a valve in a turbulent flow of oil not being sensitive to viscosity changes they maintain a more stable damping force than if there was a laminar flow. It takes a fair bit of brain cog turning, but these insights into the very depths of their suspension help explain how they apparently achieve such high levels of performance.

Easier to understand is the use of the different expansion rates of steel and aluminum to allow the rebound damping needle to adjust its length, and so the amount of damping, as the shock changes temperature. Depending on where the rebound is set in the clicks, this change can be up to half a click of rebound adjustment.

Öhlins recognize the vast variety of suspension designs and that not one setup can be used for all. Having shims and valves as an integral part of their design enables them to offer a vast array of tunes to cater for different leverage ratios, progressivities, anti-squat levels and desired pedalling performance.

 hlins TTX22M MTB Compression Tunes
 hlins TTX22M DH Compression Tunes
Ohlins has a vast settings bank to ensure the product works best for you on your bike.

There’s a huge settings bank available to Öhlins to ensure that the end user finds the correct spring rates and damping tunes for them on their bike. What good is the best suspension in the world if it’s not set up properly? This vast array of settings are available to all service centers too.

Bikes are, simply put, a balance of compromises, so if your bike does have a bit of progressivity, you’ll have less compromise between bottom-out support and bump absorption. That said, Öhlins can achieve different types of damping curves to get the desired function dependent on the leverage ratio and so can be used on a huge variety of bikes and riding styles.

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Our test bike was the RAAW Madonna


Öhlins has an online performance suspension guide to not only help setup on purchased products, but also find the right products for your bike. Inputting your bike brand, model, rider weight (all kitted up) and preferred sag percentage will output a complete list of the products available and advised for your bike with recommended setup numbers to get you in the ball park as fast as possible.

For my 75kg weight I went through a couple of springs to get up the 25% sag I was after on the RAAW Madonna, settling on a 548lbs spring.

The Madonna has just over 20% progression from a starting ratio of 2.93 down to an ending ratio of 2.33. It’s a smooth leverage ratio curve, with no roller coaster business going on, meaning that the shock could be tested without the need to be backed into a corner with tuning just to account for the bike’s suspension nuances.

Dan Roberts // Technical Contributor
Age: 32
Location: Champéry, Switzerland
Height: 188cm (6'2”)
Weight: 75kg (165 lbs)
Industry affiliations / sponsors: Garage Bike Project, former engineer at Scott Sports
Instagram: @le_crusher
Test Locations: Champéry, Morgins, Bex, Pila/Aosta, Châtel, Torgon

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The black high-speed adjuster surrounds the blue low-speed adjuster. Rebound adjuster is at the other end of the shock.

Öhlins choose to use fewer adjuster clicks than some of the competition. While not only reducing the risk of landing on a poor setup it also means that each adjuster has a perceivable change on the bike. The rebound adjuster has 6 clicks, low speed compression adjuster has 18 and the high-speed compression adjuster has three settings. On everything but their longest DH length shocks this high-speed adjuster has two setting for normal riding conditions and the third is a platform for long smooth climbs. For the DH shocks this third setting is a firmest compression setting. All the clicks of the adjusters are nicely indented and easily felt and heard, meaning it’s easy to know where you are in the range or how much you just changed.

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One thing that was very noticeable from bouncing around was the change in attitude that the high-speed adjuster made to the complete bike’s compression. You could easily shift the bias of the bike’s compression from the front, through equal to biased towards the rear. As was described to me by a good friend, it’s more of a high-speed zone selector, something that would later come in handy in the varying terrain that we used to test the shock on.

Some people take it easy on the first venture out with a new product, and that works just grand for some people. Alternatively, diving straight in at the deep end seems to immediately show if a product is up to party or whether it prefers a quiet night in. Given that I was conducting a test, time was precious, so I shot off up the lift to the DH trails of Champéry to don my Speedo and goggles and plunge head first into the very, very deep end.

With some other suspension brands a few clicks are needed to provide enough of a perceivable change to know if you’re heading in the right direction. I’m no Loris or Greg and haven’t fine-tuned my Jedi mind to feel half a click. But each and every single click on the Öhlins gives a change that you feel. Not to say that they’ve reduced the number of clicks for the same overall window, but out of the box your useable adjustable range is exactly that: useable.

Starting off with the compression fully open resulted in a bit too much chassis movement and so a bit less control than I required to really press on in the demanding steeps of the World Cup track. Again, worry never crept in about tuning direction, how many clicks or adjusting too much too quickly. Sag was bang on and had a good balance with bottom-out resistance and traction.

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As seems to be a common trend, what feels good in the car park doesn’t quite find the right spot out on the trails. I slowed the rebound down to provide more control when the spring was returning all its energy, then added compression damping, both low and high speed, to control the shock's compression from the hits it encountered when my body weight was falling down onto the bike. And control is exactly what I got. Everything calmed down, and I could feel what was going on at the wheels as if I was casually dragging my finger tips on the ground like the 12 O’clock Boys.

Around the corner from Champéry, Morgins nestles quietly in the Portes du Soleil. Besides being one of the greatest places to ride a bike, it delivers tracks that were crafted into the mountain side to force bikes into situations that would uncover problems with suspension, geometry, setup and even your own riding mindset. If you can get a bike to handle the extremes that Morgins delivers then you’re onto a winner. Morgins’ demands on a bike are so much that it’s where I typically run harder and firmer setups. And the little TTX22M bloody relished in these demands.

Its tracks are generally a bit less steep compared to Champéry, and so I could move to zone two for the high speed and added a bunch more low speed to alter the attitude of the bike and provide more support all round while still not having so much damping that it undesirably kicks back.

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The TTX22M is soft when you need it to be, and hard when you need that. Over small inputs and bumps it provides buttery smoothness. Then when the energy from the inputs builds, so does the creamy support. With knowledge of what was coming up on the trails, I found myself adding or removing a click of damping here and there to fine tune the bike for sections of trail. The adjustable range is so useable, and you know exactly the feeling that will be generated from each click that you can fiddle around.

Transitioning to the other end of the spectrum, and venturing out to the glorious ribbons of single trails that infest the forests and high alpine fields of the Alpes demand a drastically different setup, to which the Öhlins shock obliged. Compression settings were softened, allowing more margin for error on the narrower and less man-made trails, especially when riding them blind. Like Öhlins mention, on mellower rides a less damped setup feels nicer, but it never felt any less controlled and predictable.

The off the beaten path trails around Châtel, Pila/Aosta and Bex all delivered a more natural experience but individually brought their own nuances. Châtel had janky, rock filled, narrow trails that needed a bit of trials blended with smooth wheel placement. Bex had steeps galore where if you’re on the brakes or not, you’re doing the same speed, linked together with root-filled off-camber goodness. Pila and Aosta dished up rocks and deep dust that covered the big hits with a layer of sketch.

In every situation, the shock had my back. I could just let it go about its business and focus on the job in hand. It provided predictability and control, suppleness and support and never once got its knickers in a twist or felt like it was getting flustered. All the while delivering undiluted information of what was going on at the rear contact patch.

Final Setups

Flat out hard charging (e.g. Morgins): 548lb spring, 0 R, 0 LSC and HSC setting 2.

Steep and demanding (e.g. Champéry): 548lb spring, 0 R, 0 LSC and HSC setting 1.

Steep natural riding (e.g. Bex): 548lb spring, 0 R, 4 LSC and HSC setting 1.

Rocky, rooty natural single track (e.g. off the beaten track Châtel, Pila/Aosta): 548lb spring, 0 R, 10 LSC and HSC setting 1.

These are just the shock settings that I ended up on. You should also adjust your fork accordingly to maintain a balance in the whole bike from front to rear.

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The TTX22M service interval is every 100 hours or annually and is advised to be done at an authorized Öhlins MTB service center. Suspension deterioration is slow and incremental and something that you generally don’t feel from ride to ride until you refresh all the seals and oil to discover a huge difference.

Öhlins service intervals are on a par with the competition and it’s easy to send all your suspension off at once to get it serviced to ensure a long lifetime of high performance.

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Ohlins TTX22M compared to the Fox Factory DPX2.

How does it compare?

The RAAW Madonna we used as a test bike previously had a Fox Factory Float DPX2 fitted, which packs a deceptively large amount of party despite its small exterior looks. So much so that I actually prefer it to Fox’s other offerings.

While some may disagree with the comparison between this and the Öhlins TTX22M, they are both viable options for this type of bike and riding and both have had a long amount of time spent on them discovering their performance levels. Comparing apples to oranges is possible.

Before fitting the Öhlins, the Fox was delivering brilliant performance. Supple, supportive, and predictable. While seriously large impacts resulted in a hard bottom out, it did a grand job in aiding the Madonna chase down DH bikes.

But after fitting the Öhlins, things were taken up a peg or two in the performance stakes. It was just that bit more supple, in no large part due to the difference in spring, but also due to the damping filtering out small hits so well while maintaining a feeling at the contact patch. Deeper into the travel the build of support was more double cream compared to the Fox ‘s single cream and not once did the violent hard bottom out occur, no matter how hard you landed to flat. I still used all the available travel, though.

Weight difference between the two is substantial, but understandable, with the Fox weighing in at 460g less than the coil sprung Öhlins - a coil shock isn't going to be the way to go if you're counting grams.

The Öhlins is more expensive than the Fox, but the return on your extra cash investment is hugely backed up in the performance and durability. While the Fox DPX2 is a fantastic shock, cheaper and lighter, and one that I will continue to ride for quite some time to come, it’s with the addictive ride characteristics of the Swedish gold that I would side, just to repeatedly plaster a massive grin across my chops every time I swung a leg over my bike.


After over two months of throwing everything including the kitchen sink at it, I encountered a grand total of zero issues. Absolutely nothing. No leaks, wheezing, knackered oil, drops in performance. Nothing. Most of this ride time spent with the damping as firm as possible and in terrain that put demands on equipment like no other.

After full runs in the baking summer heat, there is heat build up in the shock, but it’s only noticeable to the touch and never encroached once into the performance of the shock, which stayed consistent no matter what the ambient or operating temperature was. A testament to the mind bendingly technical solutions that Öhlins employ on the inside of their dampers.


+ Outstanding suspension performance, up there as the best.
+ A proper useable adjustable range with each click giving meaningful change to the bike.
+ Ride and rider enhancing abilities.


- A bit fiddly for spring installation and swapping.
- More expensive than the competition.

Pinkbike's Take

bigquotesÖhlins have crafted a shock that repeatedly, and in every single scenario I rode it in, helped plaster a grin on my face. That performance is spread out across a very useable adjustment range and contained in a durable and functional package. Along with wanting to keep it on my bike indefinitely, I'm left trying to figure out how to embellish my other bikes with a little slice of Swedish gold.
Dan Roberts

PHOTOS: Gaëtan Rey

Author Info:
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Member since Apr 6, 2019
137 articles

  • 171 1
 Shame the EXT Storia didn't get a thorough review like this. A head to head shootout with EXT Storia, DHX2, PUSH ElevenSix, Ohlins TTX22 is called for!
  • 46 3
 And CCDB Coil CS – in my experience it's the same as DHX2 Coil when going down the hill, but with miles better performance on tricky climbs thanks to the awesome Climb Switch. Fox's lever only affects compression and hence limits grip and responsiveness, making for a harsh "dead" feel.
  • 17 0
 Kinda keen to know how the old Avvy Woodie/Chubie's hold up to these modern offerings as well, 10 years ago they were all time but haven't changed since, good thing or not?
Also the Fast Fenix belongs on the list
  • 21 2

The Avalanche Woodie is by maybe the best shock to have ever graced my suspension dyno.

However, it is expensive as f*ck, the mounting hardware is crap, support from avalanche for self service is non existant (I am a suspension center, I wont send it from Germany to the US for Service!), the adjusters are hard to reach or only adjustable by wrench.

So basically, its (depending on config) 2% better than a well tuned shock from the competition but such a pain in the ass with all its annoyances that it is, from my point of view, hard to recommend.

Still keep it in my "never sell" bin just to drool at it from time to time Wink
  • 3 0
 @Helmchentuned: thanks for the feedback, I'm contemplating Ext vs Ohlins vs Avvy vs Mrp for a new coil shock at the moment, over in Oz Ext and Ohlins both come in more than Avvy, but the Mrp Hazzard is a fair chunk of cash less.

Mounting hardware shouldn't be an issue for me as I already have it for my bike, but the adjustment dials point definitely figures, they don't look great
  • 1 0
 oh hell yes
  • 5 2
 @ctd07: I'd HIGHLY recommend the EXT. Super smooth and the HBC is a great feature that actually works. The LOK is also adjustable and super supportive past the blowout.
  • 2 1
 @Helmchentuned: I had an Avy and a similar experience. Customer support = $300 re-valve. That's it. End of discussion.
  • 14 3
 @schofell84: Push 11-6 revalve= 300-400€ (sometimes even more with a new spring)...literally a bad joke.

The fking shock costs now 1350€ in Europe and you get f*cked around afterwards too.

Thanks Push :-)
  • 11 0
 Yeah I was going to say the same - this is a review. The EXT write up was just a few notes
  • 4 1
 @ctd07: for me the Avvy is superior to the ohlins, even the ttx was doing a good job for me. i am not bothered by the adjusters, it is a real "set it and forget it" damper. with the ttx i had to fiddle and was never that happy with the setup as with the old avvy. still have it and riding it. for mrp and ext I cannot say as I did not own them.

if you can find a used avvy for a good price and are able to service or have a tuner/servicer of your trust as in my case, it is a no brainer. sending both avvy and ttx to an official service-center comes same-same imho...
  • 1 0
 @stary: @MattInNZ: pretty awesome to hear that the Avvy's are still right up there, it does seem like the EXT is the most highly rated shock out there at the moment though, and only a fraction more than the avalanche, might have to just spin the wheel when the time comes lol
  • 6 8
 @ctd07: Get a super deluxe coil and be done with it. Wink The EXT is a good alternative, the MRP is not my cup of tea. Cannot comment on the Ohlins though, neighter tried nor dynoed.

All the shocks are good, get one that you can get serviced and valved / adjusted locally.
  • 5 0
 @Helmchentuned: haha it's Rockshox I'm trying to get away from, I thought the MRPs use the old Elka shock tech so should be ok, I'm happy to service myself and have a great suspension service centre here in Oz that knows their stuff
  • 10 0
 The problem with shocks is they are so specific to your bike's suspension design that it's hard to pick a shock without demoing. I tried out several options for my Evil Wreckoning, including custom valving, and you know what I liked best? A Rockshox Kage I bought for $99 off eBay from someone who dumped it for a fancier shock on their brand new bike. The stock tune on that damper was just perfect for my bike (M/M tune I think) and rode better than all of the much more expensive options I tried.
  • 4 1
Not lying, the Kage RC is an impressive piece of kit. I used to make fun with my customers by using one of these cheape "low budget" shocks and hand them out for testing, with proper valving these things rock!
  • 3 0
I also have Evil Wreckoning and tuned my Fox RC4.
I removed the Boosvalve and replace the IFP with DVO bladder. Perfect fit by the way.
Re-valve the rebound shims and it now has 2 stages and compression has shims now has 3 stages shims stacks. Modify the HSC and its now a Mid-valve, it help the shock to stay high but very supportive on the beginning and ending stroke. It took me a while get all shims dialed and probably opened this shock more than 20x. I think with this Mods I have all the high end features of rear shock that exist todAy.
  • 1 0
 @ctd07: so good you will never go back to mass market suspension. The closest you can get is DVO given user accessibility of the shim stack, but still custom at that point
  • 3 0
 @ctd07: Hazzard is not a "new" shock but a rebranded one with very little in the way of new engineering. It didn't ride well in my experience.

Swapped it for any Avy-tuned Marz Bomber CR and it's perfect. $250 for the shock on sale and about $300 for the tuning. Craig was pretty awesome also, despite a backlog and some other challenges.
  • 3 0
 Need a Risse Racing shock review
  • 4 0
 @NotNamed: That's actually not accurate at all. What you are referencing is a total reconfiguration for a different bike if you are swapping frames. A full rebuild for the 11.6 is $159 USD (143 euro, not 300-400) and that includes FREE re-valving if you're going for a different feel or want your two circuits set up differently. If you are reconfiguring the shock for a different bike, that's the only time it gets more expensive depending on what parts need to be replaced (body, bridge, shaft, etc). You then would have a freshly rebuilt, custom-tuned shock for your new bike, without paying for a whole new shock.
  • 3 0
 Avalanche Woodie is $800, expensive, but not out of line with other high end shocks that are custom tuned for your weight and riding style. The Chubie was the best shock I’ve ever used. Heavy (if you’re concerned about those things) but amazing in the rough. So incredibly composed.
  • 2 0
 @NotNamed: i just had mine serviced. $165 revalved for my weight and all updated internals. they even changed the travel. shipping not included.
  • 1 0
 @swillett116: If I want to swap it will over to my New frame it will cost me 350€...thats the same price as a new shock.

I still stand by my point that 350€ for changing the shock is way too expensive when youre already spending 1350€ for the product in the first place.
  • 1 0
 @chileconqueso: where did you have it serviced?
  • 1 0
 At push. Dylan was my contact. I am a fan. Custom badassery from aN american company is hard to beat. There are cheaper, There might be better ( I doubt it) but not made in Colorado and available to answer my silly questions. Completely customizable for me, Awesomeness. Is it worth it? Yes, if it’s not a stress inducing financial decision it definitely is. My bike rides so well I can’t believe it sometimes. It tumbled downhill and is equally capable at climbing. t@tmou1t:
  • 34 0
 Looks like the rebound is not on par as you ran out of options with 0 cklicks.
Apparently there are a lot of 0 clicks which seems that the base setup isnt right.

Do you count clicks from closed or open?
  • 8 1
 Was thinking the same thing. Depending on which position the clicks are counted from, this suggests that the shock is either not good for anyone lighter than 75kg or not good for anyone heavier. As much as i like the idea of fewer, more meaningful clicks, it does nothing if the range is too narrow.
  • 11 3

If you are near the extreme setting of your shock, you setup is not right. You should always be in the middle to closer side of your clicks, but never in the most open or most closed.

On almost every shock the extreme settings just stray to far, for example on most dampers the couple most open clicks dont do anything (bleed diameter not changing yet) and the 2 most closed settings change the damping more than the 4 klicks before that.

If I had a customer telling me they run full closed or full open, I´d take the shock back for a revalve immediately.
  • 3 1
 @Ttimer: like the old 36’s unless you was on the bigger side everyone pretty much rode high and low wide open and it still felt harsh.
  • 1 0
 @Helmchentuned: Me and a friend were running the same fork, one day he told me that his does not work properly because the rebound is too fast. We got to ride together in few days so we compared the settings, my rebound was 2-3 clicks fom fully open, his was fully closed and still too fast. Go figure Big Grin
  • 3 0
 @Helmchentuned: I fully agree that on a shock which is properly valved for your weight, you should be around the middle in settings.
On of the shelf products, lighter riders often need to run the compression fully or almost open.

In this case the tester is of very average weight so he should not need his rebound to be maxed out in any direction.
  • 1 0
 @winko: do you and your friend weigh the same? We’re you on the same bike??
  • 4 0
 @winko: that mean you had definitely very different spring/pressure
  • 3 11
flag ranke (Sep 13, 2019 at 5:42) (Below Threshold)
 @howsyourdad: pretty sure most manufacturers recommend starting clicks from zero dampening, or what most people consider "open"- the fastest rebound and easiest compression.
  • 1 1
 @skelldify: Very small difference in both bikes (bansehe spitfire vs rune, both M size) and our weights (don't know exact difference and we are similar height/shape) and I doubt there has been a huge difference in pressure, overall this came down to personal preferences, I like a bit faster rebound, he, on the other hand, runs it so slow that I'm not really sure what to say about it Smile
  • 2 0
 @winko: did your friend run very high pressure ?
  • 10 0
 @ranke: I wont speak for every manufacturer, but Fox recommended setups are from fully closed compression, and fully slow rebound. Fully closed is the exact same on every fork/shock, meaning the valve is 100% closed. Fully open can vary. 2 of exact same model Fox 36 forks or X2 shocks can have a couple extra total clicks when turned to fully open. Thats why they count from fully closed. Its a more accurate baseline/constant.
  • 2 0
 I pretty consistently end up running full suspension bikes close to fully open, but I ride a size large and only weigh about 140lb.
  • 1 0
 i was riding the ttx with rebound almost fully open. cant imagine riding it fully closed. it is a damper in the “feels overdamped” range. also want to note that 25% sag seems low for me, my preference with this category of bikes is in the 30%-35% region. but we are all different...
  • 6 0
 According to Ohlins, 0 = slowest rebound. This is the qoute from Ohlins TTX Coil manual
"To set the adjusters
The adjusters have a normal right hand thread.
Turn the adjuster clockwise to fully closed
position (position zero [0]). Then, turn counter
clockwise to open, and count the clicks until you
reach the recommended number of clicks."
  • 2 0
 @MikeAzBS: good thing I prefaced my nonsense with a "pretty sure" then. Guess that's just the way the homies and I do it.
  • 2 0
 @Helmchentuned: well he is running 25% percent sag, so you could say he is oversprung for his weight and he has to close the rebound to handle the higher spring rate. if he was around 30% percent sag he would be running maybe 2 clicks less rebound damping. ohlins probably tuned the shock based on his riding weight and the spring rate he should be on.
  • 1 0
 @jason114: 25% SAG is not a uncommon amount on a progressive coil sprung bike.
Also, a single stack can normally accomodate a vast majority of of spring rates, some better, some worse.

One could even say the "straying" settings at the extremes of the adjuster range are useful for that purpose, the last klick to close basically shuts the rebound bleed port and makes the damping stiff as f*ck since there is no bypass to the shimstack.

If he had to run the adjuster way closed then the shock really was propably very much underdamped.
  • 8 0

Always counted from fully closed. DT Swiss is the only manufacturer that I've come across to count from fully open.

I'd beg to differ that 0 click is an issue.

Morgins, where the shock was tested the most, warrants the firmest and most chassis controlled setup of anywhere I've ridden. It's an extreme, and the settings reflect this. 548lbs is a lot of spring too and I wouldn't want to go slower at all with the rebound.

For times when I was riding a bit frosty, it was easy to speed the rebound up a click, but then this needed to be adjusted when I'd pulled my head out my arse.

Also, there's the option to run the 525lbs and 502lbs springs to have different sag. 28% and 33% respectively. Both these options would then warrant a couple of clicks faster rebound, moving away from fully closed.

Essentially, the tracks and conditions that we tested on warranted an extreme of a setup, which you've spotted in the settings. But everything else other than that extreme would need less spring and less rebound damping. I was stoked that the Öhlins could deal so effortlessly with the extreme that we threw at it.

Hopefully that helps explain a little more.
  • 28 0
 speaking about "useable range" and running the rebound at the last klick....
  • 14 1
 DPX2 is awful for heavier riders in my experience. Vorsprung showed the impact of closing off rebound (for high spring rates) has on useable compression range and it’s bad, very harsh feeling at least on a progressive bike. Not sure why you wouldn’t compare to the X2 or DHX2 which are more directly comparable to the TTX22.
  • 4 0
 Agreed. Mine was terrible for me at 200 lbs. Granted the bike’s leverage curve (YT Capra) has a big impact as well.
  • 2 0
 Same experience, I had a DPX2 on my Patrol that I could never get feeling right (I'm around 240 geared up).
  • 6 0
 I think I was most impressed to see that someone who is 6’2” only weighs 165lbs.
  • 2 0
 @ryan83: I'm on a 2019 Jeffsy and about 215lbs geared up and yeah the DPX2 is no good on compression unless I have rebound too fast/open. I had a 2017 Jeffsy (even more progressive) before, ended up with a DVO Topaz on that bike and it was amazing, highly recommend that shock especially to bigger guys with the air bladder to shift the entire compression curve.

Looking at a DHX2 or X2 upgrade on my current bike. TTX22 looks cool but way too expensive in Canada.
  • 3 0
 @DGThree: #stickfigure

Good music too imho
  • 2 0
 @gramboh: I weigh 215 as well and my 2019 Jeffsy got better when I added a volume spacer.
  • 1 0
 @Marcencinitas: what size volume spacer(s) do you have in your DPX2? I have the 230x65 version (27 Pro Race), it has the 0.2 spacer in there stock and I bought a 0.4 spacer which is the biggest this size of shock can take according to Fox. I need to experiment with it but am not sure how more progression will help my issues.
  • 1 0
 @Marcencinitas: Were you still able to use full travel? That's the problem I am having, when I run correct sag I can't use full travel even with zero spacers.
  • 2 0
 @highfivenwhiteguy: I set the bike up to normally use 90% of travel front and rear and save the last bit for mistakes. I love the way it rides in that configuration. When I set it to regularly get full travel it wallows.
  • 1 0
 @gramboh: my 2019 pro race 29er came with a .4 cubic inch spacer in the shock and I went to .6 cubic inches. I didn’t check with Fox so may be out of spec. I run it at 280psi and run the fox 36 at 94 psi with 3 spacers.
  • 2 0
 @DGThree: Especially given how much I eat.
  • 1 0
 I guess I'm not heavy enough to find the problems with the DPX2, but was running it at 3 clicks from fully closed for my weight. Simply didn't compare to any of you mentioned shocks as I don't have any of them to hand nor have put in anywhere enough time on them to give you a proper comparison.
  • 1 0
 @gramboh: what did you end up upgrading to? Looking to do the same for my 19 pro race 29 right now
  • 1 0
 @joedave: i LOVE me some stick figure. And Dirty Heads! Great music bro!
  • 15 0
 Can @pinkbike finally do an extensive coil shock showdown from all the major players?
  • 13 0
 Don't forget the Cane Creek DB Coil, the original design was obtained from Ohlins after all.
  • 2 0
 i have had both and the ohlins does feet better but the CCDB is one hell of a shock when set up, used one for years.. I found the TTX22 is easy to set up and you can actually run it on a wide range of settings and works well. If you have a CCDB is it worth upgrading if you are not racing....probably not in my opinion.
  • 10 0
 I read the headline as Gin-inducing. Imagine my disappointment.
  • 9 0
 Why not compare it to an EXT, CCDB, DHX2 or 11/6? And yes I read the article..
  • 5 0
 Kinda my thought too. I mean... it's like saying... hey this car I bought with this factory performance suspension was performing really well. Then company X sent me their top of the line coil overs which we swapped out spring rates for and custom valved for the car, etc. That worked so much better. Guess what... no kidding. If it didn't that company wouldn't be in business.
  • 1 1
 I don't have any of those shocks to hand, nor have put in enough time on any of them to bring you a well informed comparison.
  • 5 0
 Can't say enough good things about the Ohlins. Rode one for 2 years on a 160mm travel Canfield Balance and it was buttery goodness up and down. Rode another for a year on a 180mm specialized Kenevo. Bike was 20 lbs heavier but the Ohlins destroyed everything just as well. Can't recommend it enough.
  • 1 3
 You obviously never dealt with Öhlins USA! I would buy an XFusion shock then deal with those jokers! ! !
  • 4 1
 @truehipster: actually I did. They're the ones who fixed the effed up order I got from Germany. They did great by me and when I needed extra du bushings a year later they hooked me up quick.
  • 5 0
 Despite your caveat, it still feels a bit meaningless to make a comparison between the dpx2 and a coil shock. All you are really telling me is that an enduro/dh oriented coil is more supple than a trail oriented airshock. I am certain that the fox coil is also more supple than the dpx2. None of that is intended to take anything away from Ohlins - they make a great product.
  • 8 0
 How about comparing it to other coils?
  • 3 0
 and an EXT Storia.. please.
  • 9 1
 So 0 Rebound is the slowest setting already?
  • 1 8
flag bigburd (Sep 13, 2019 at 12:18) (Below Threshold)
  • 1 0
 @bigburd: 0 = all the in aka closed = slowest. I have one and its where i run mine as well.
  • 7 0
 We need a coil shootout! Avy, EXT, Ohlins, Fast, Fox, RS, MRP, Push, DVO, Bos, Marzocchi, and everything else I forgot
  • 4 0
 Rebound closed suggest this tune probably wasn’t the fit for the intended purpose. That been said I ride with mine at 1 or 2 from closed on a bike designed around the Ttx (demoCool
  • 3 0
 Ha ha this article could have been written for me personally, thanks! Loving my RAAW Madonna with the DPX2 so far, this seems like it might the upgrade for next season when the lifts re-open. The Madonna is a seriously good bike!
  • 4 1
 Ive been abusing the ohlins coil on my specialized enduro for over a year now without a single service and with 50+ km each week on it (about 2,500km is what strava tells me). Its been absolutely flawless without a single issue and has remained amazing with the lack of servicing, im gonna get my first service on it soon, but its the best shock Ive ever used.
  • 2 1
 Its gone well beyond the recommended service time, but it still works flawlessly, and frankly Im scared to get it serviced because I have to send it away and I don’t want to spend a week without it
  • 3 1
 I have got a bike with a similar progression (curve) and switched from the stock dpx 2 to a cc db coil cs -the cc db is just miles and miles ahead. i would not even call the dpx 2 a good shock after i expierienced what my bike can do with a propper shock. the dpx2 suffers from the typical airshock issues -not sensitive at all, blows through the middle of the travel while not even reaching full travel. maybe its ok with a different leverage rate but combined with aconstant progression of 20-25 % its just crap. the aftermarket price is also ridicolous considering the price of a cc db .
  • 1 0
 I have been running the ttx22 on my banshee rune for a a couple of months. i have the STX22 air before that btu the coil is awesome i have had a fox dhx coil ,ccdb coil and a pushed van coil as well. this is by far and away the best shock i have used in the last 25year or riding and racing.. It is great over roots and small bumps and still good for bike park wales and big hits/drops.. I raced local down hille and when from 2/3rd in the vets to 1st! can't soley put it down the shock performance but it gives you more confidence. the only two things that worried me is. 1. with a CCDB or similar i was used to fettling the setting for maybe 8-10 runs to get it set up. the Ohlins took 1-2, in fact the simplicity concerned me.. but in actual fact it works well on pretty much any setting and the adjustment is really dial to taste no dial to make work. 2. none of my local shops including motox will touch it for the service so it will have to go back to main dealer like TF tuned . which is fine its just £30 more for shipping an a 4 day wait. but a really impressive bit of kit. just saving to upgrade my fox 36 pushed coils to byt the coil ohlins fork. not i have been a die hard fox and Cane creek fan for 10+ years. Oh the air shock is pretty dam good as well.
  • 1 0
 Do you have issues with bottoming out?
I have wanted to fit a coil for a while now on my Rune, but the regressiveness of the frame has been stopping me. I had to put one large and one small token in the stock CCDB air with XV can in order to have decent sensitivity, support and to not bottom out...
  • 1 0
 @moridinbg: Yeah I struggled with the curve on the rune. I had the CCDB with one token in the STX 22 air stock/no tokens which were both fine (now selling the air). the Fox DHX coil and van pushed did bottom out even with extra gas. the TTX 22 does not but it helps to get the exact spring and I bought TTX from TF tuned so they may have turned it to my weight and bike as you fill that out when order it. no probs at all so far. put it on turned the rebound and run it hard!! job done.
  • 1 0
 @moridinbg: or get the XF Vector Coil - have had zero bottom out issues (at least no noticable) on my 2016 Rune. And for reference, I have had a few "oh sh*t" moments/huck to flats with it Smile
  • 2 0
 @biglev: I guess your sag is 25% at least.. the bottom out bumper makes a difference.. I could not even get good settings out of an X2 with the leverage curve of the rune.. which is awesome for all out grip, but you new a very small air chamber to make it good for big hits without making it harsh at the initial half of the travel.
  • 1 0
 @moridinbg: I ran a CCDB coil on my rune and snapped the shaft! I really wouldn't run a coil. The bike rides so much better with a small can (more progressive) air shock in my opinion.
  • 2 0
 It'd be cool to read a blind test between an off the shelf high end shock and a custom valved basic shock. Riding done with the shock covered in a neporene sleeve a settings changed by someone else based on feedback.
  • 2 0
 Blind tests are hard because you have to spend time dialing them in. Maybe you dial in each one, going on multiple rides, and then have a buddy swap them for you, preserving the tune each time (and wrapping in cardboard or something to hide which shock you're on)?
  • 3 2
 ‘A proper useable adjustable range with each click giving meaningful change to the bike.’

I find this hard to believe being as the rebound was set to ‘0’ for all riding conditions.. hmmm
Granted all bikes and riders are different.
I’ll stick with my X2 for now, thx
  • 1 0
 I always find it interesting listing cost/expense as a con, as if something being "More expensive than the competition" = always bad. You get what you pay for, better performance/technology comes with a price. I take notice of price sure, if it's more expensive then generally I'll take more note because the benefits generally come with it. I've always seen price as a pro, aka, if it's the most expensive product in that niche, then I know I'm on the right track
  • 2 0
 You are implying that the price is a useful way to determine the worth of a product. It is not. I have dynoed "tuned" high end shocks and found them to be very bad, I dynoed cheap ass stuff and found it to be great.

Price and performance can match, but they do not nessecarily have to.

Marketing bullshit can inflate a price multiple 100%. It does not matter if we talk about forks, shocks or tyre inserts.

Take a look at rock shox "middle priced" offerings. They take a lyrik, rip out the good damper and put in a piece of crap, consider if they diminished the performance enough and called it a day. Sometimes they mess that logic up, like with those beautiful cheap and good working Kage RC shocks Wink

Trust me, if anyone would have stuck a Ohlins Sticker on one of those and pulled up a load of marketing crap, people would have bought it for 1 Grand and pretended it was the second coming of christ.
  • 1 0
 @Helmchentuned: I'm in agreement, I understand the ins and outs of the business world more than just the bike industry. It still fascinates me however, that price consistently gets listed as a con, whether the product is phenomenal or not. If the product is worth it, ill pay the extra, but I won't go so far as to complain that I paid more for it. I suppose what I'm essentially saying is it seems all to easy in most reviews to complain about something being more expensive. If price matters that much to people they wont buy it anyway, but to list the expense as a con simply shows me that the value for that person doesn't stack up.
  • 1 0
 I'm afriad I'd agree with @Helmchentuned. It's not as clear cut as you say. I remember riding the old, cheap, Fox Van R and RC and found it out performed a lot of other more expensive shocks on the same bike.

The shock is more expensive than the competition, and it is a downside. But hopefully you read more than just the pro/con section and saw, quite unanimously, that the extra price is definitely worth it.
  • 1 0
 @dan-roberts: I have a 2018 S-Works Demo and I'm already running an Ohlins TTX22M and the DH38 race fork, whether it costs more or not it's never been a question for me, whichever performs the best I'll happily pay for. Yes in this case it is a higher priced item, just never saw that as a con and never will. The cost of something is simply a reflection of perceived value, whether it's deemed as expensive or not is in alignment with that perception. A Ferrari costs more than a BMW, but most people don't complain about the price difference, they accept that the value you get is in alignment with the price. I've written a multitude of shocks in my time and honestly when I had the opportunity to buy online I gladly paid the extra, knowing that it's the cheapest purchase I've made given the value I get out of riding it
  • 1 0
 This seems like as good a place as any to ask as any, does anyone have experience with this shock on a Demo 29?

I'm trying to figure out proper spring rate. The S2 frame came with a 365# spring and I can get 30% sag with one turn of the preload ring. However, I have a spring rate chart from Specialized that says I should be on 434# spring for my weight (170lbs with gear).

Just wondering where others are on this.
  • 2 1
 Hey dude, I've currently got the 2018 Demo and have been playing around with spring rates between 343 all the way up to 457 (tried every spring in-between also). I finally settled on a 388lbs rate and weigh in around 167lbs kitted up. Similar situation to you when I first looked at spring rates, with specialized suggesting a 343lbs for my weight range. I spoke with a local specialist suspension company about what I wanted out of it and they suggested go up 50lbs. I'm sure the new demo could be in need of a different rate, however I'd be surprised if it was that much different.

There's a link that might help here

or at some point Ohins may have updated their tuning help page to add in the new demo (the haven't yet)

Hoping that's at least a better staring point for you
  • 2 0
 @bjmtb: Thanks for that. Funny, TFtuned has a lighter spring recommendation than the one I'm currently running. Hopefully Ohlins will update their site soon.
  • 1 0
 Question to someone who knows the answer: Why aren't variable rate springs used in MTB? Or two different rate springs (as was on the FMF shock that came with my KHS FXT Pro back in the day)?
  • 5 0
 They are, mrp makes them.
  • 1 0
 They are my bro. MRP have progressive springs now.
  • 3 0
 From what a suspension tech told me it is very hard (=expensive) to make progressive springs with accurate spring rates, especially in the fine increments we need for MTB.

MRP is selling some, but we don't know anything about the quality of their spring rates yet.
  • 2 2
 Because we need more support at the top of the stroke and most bikes have enough progression. You don't want a coil shock to feel like an air shock.
  • 2 0
 Progressive springs for your fork and shock:
  • 2 0
 Not enough room for 2 springs and a spring slider on a MTB shock.
  • 1 1
 What do you think air shocks do?
  • 1 0
 I keep wondering the same thing
  • 1 0
 The main problem is that the best traditional spring manufacturing can do only gives you 10% of progression on the much shorter strokes that trail bikes use. You can get closer to 20% on the longest stroke mtb shocks because the same rate of change has more length to allow for more change.

I think the next big trend/innovation in Enduro riding is going to be progressive coils, as soon as someone cracks the manufacturing hurdle....
  • 1 0
 Unlike a fork you can design progression into the frame's linkage. So the "need" for a progressive spring is not as great on the rear, unlike a telescopic fork. Combine that with a properly tuned/damped rear shock and a linear coil spring works pretty darn well.
  • 1 0
 @MikerJ: Its been commented by others, but Cannondale is experimenting with the twin shock design because a more linear linkage is easier to tune rebound for. A progressive coil would allow for a better, easier rebound tune. Also, many twin link frame designs that optimize pedaling (like all DW links and the last gen Santa Cruz VPP) can't really do a progressive, rising rate compression curve.
  • 5 3
 I generally don't even notice I've left my lockout on until I end up in the scenery. These multi adjust shocks are lost on me for sure.
  • 6 4
 good luck getting it serviced.... not a single bikeshop in Denmark does service on Ohlins.. Plus the cost of an official service is like 300+ USD..
  • 66 1
 what do you need this for in Denmark? Smile
  • 2 1
 @howsyourdad: hellerup park man, c'mon..
  • 7 1
 @Lagr1980: Christiania is as high as it gets in Denmark. Not sure about the riding there though.
  • 3 1
 @howsyourdad: Brother - we cross the bridge and ride Vallåsen or Gøteborg in a few hours. Plus Rude DH, Rold DH or Silkeborg Bikepark all have bigger jumps over 10m..
  • 4 0
 More Dan Roberts frame suspension analysis please!
  • 2 0
 Wow, great review. I was under the impression Ohlins stuff was not reliable but that does not seem to be the case here. WIll have to give these guys another look
  • 2 0
 @Dan-Roberts do you have any feedback as to if this would fit through the shock tunnel on the new Santa Cruz Bronson? I'd love to run one on my bike. Thanks!
  • 2 0
 I have a TTX coil on my new Bronson. It 100% fits and is wonderful.
  • 2 0
 @Broth-Ratchurch: awesome!! Thanks for the feedback!
  • 2 2
 A good shock. But dealing with Öhlins USA makes it a horrible suspension option. Took 2 months to get a spring that was the wrong spring rate, and a month just to get mounting hardware that was made to the wrong dimensions. I’ve got my shock just sitting in a drawer
  • 1 2
 Never been treated so poorly. . . . Why do you think Specialized canned them! Never own another Ohlins product after dealing with Ohlins USA!
  • 3 0
 Price is missing in Dan's stats.
  • 4 2
 These new shocks are pretty but not certain any of them match the performance of the Avy from a decade ago.
  • 3 0
 So Tenneco has not destroyed this brand then?
  • 1 0
 not yet but theres still time.........
  • 1 0
 They learned their lesson. Best to just throw money at the people that know what they’re doing than to pretend like you do.
  • 2 1
 Dang, now THAT was a review. However I agree that having any valving adjustments fully closed or fully open means the valving stack is just wrong for the application.
  • 2 0
 Love this shock, been running it for a year no problems. 1100 miles, I should probably get it serviced.
  • 1 0
 I've really liked my TTX on my stumpjumper.
Its time a for a service, but at $400 CAD + Shipping to/from Suspensionwerx its hard to commit.
  • 3 1
 @glisseur Sentinöhlins ? Make it so
  • 2 1
 We shall see...
  • 2 0
 Kenth Ohlins, will remember this guy.
  • 2 2
 Best shock on the market hands down!! will never put another shock on my bikes, extremely reliable and theres nothing else out there that rides as good!
  • 2 4
 This “review” reads a bit too much like an advertisement.

Too much hyperbolic language. I couldn’t get passed the “Öhlins begged someone to write a positive review gushing about our shock that no one uses” vibe.

It could be that there’s some legit criticism but it’s packaged in a bit too much sales pitch for me to take it seriously.
  • 6 1
 Can I not just be stoked on how good it worked?
  • 1 1
 "sits at a slightly proud diameter"... sits *with a slightly proud diameter

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