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danny222 davidarthur's article
Apr 10, 2019 at 1:23
Apr 10, 2019
First Look: The Updated Fox 32 Step-Cast
No redesign required just interference fit loctite and a hydraulic press.
danny222 davetrumpore's article
Sep 21, 2018 at 23:46
Sep 21, 2018
Practice Photo Epic: No Rain In Spain - EWS Ainsa 2018
@chri92: No flats this year they're just dogshit
danny222 mikekazimer's article
Aug 27, 2018 at 0:03
Aug 27, 2018
First Ride: Yeti’s New SB150
looks like a session
danny222 RichardCunningham's article
Jul 29, 2018 at 6:08
Jul 29, 2018
Interview: DVO's First Season With the Giant DH Team
Motor cross forks are all inverted mainly because of ground clearance issues. With 300mm of travel in order to have enough bushing overlap and long enough lowers they would extend far below the front axel on conventional forks. This wouldn’t be a problem bar the giant ruts that form. Basically you’d get massive rut steer as soon as you meant the bike over. Obviously as well and sprung to unsprung mass ratio, bushing overlap (as the upper bushing is fixed on the stanction, thus increasing bushing overlap as it goes through the travel) Motorcycle forks always had an oil seal so there was no added stiction by going inverted, some was lost as the oil seals were always sitting in a bath of oil.
danny222 alexcgevans's article
Jul 9, 2018 at 14:05
Jul 9, 2018
Fox's New Live Valve Spotted - Eurobike 2018
Amazing fox can spend millions on developing self adjusting electrical suspension but can’t engineer a decent ifp that lasts more than a few months at best ????
danny222 mikekazimer's article
Jul 3, 2018 at 1:09
Jul 3, 2018
First Ride: The New Santa Cruz Bronson
The leverage rate is progressive in a linear fashion. Basically shock shaft speeds increase linearly through the travel, creating more damping.
danny222 devinci's article
Jun 20, 2018 at 0:55
Jun 20, 2018
Video: The Wright Line With Keegan Wright - EP4 Te Tihi o Tawa Trail
Very set up hahaha. Tihi o tawa is miles away from any rivers, especially any that size!
danny222 pinkbikeaudience's article
Jul 26, 2017 at 21:13
Jul 26, 2017
We Are One - EWS Aspen, Colorado 2017 Fantasy Contest
Men 1st richie rude 2nd martin maes 3rd adrian dailly Women 1st cecile Ravanell 2nd ines thoma 3rd isabeau courdurier
danny222 pinkbikeaudience's article
Jun 8, 2017 at 3:37
Jun 8, 2017
Pivot - UCI World Cup DH Fantasy Contest - Rd 3, Leogang 2017
1: Minaar 2: Gwin 3: Hart 1: Seagrave 2: Hannah 3: Carpenter
danny222 pinkbikeaudience's article
May 28, 2017 at 4:40
May 28, 2017
Spartan vs Spartan: Devinci Enduro Team Bike Checks
@Callum-H: Working with many riders in the top fields of New Zealand motor cross and mountain biking to develope suspension settings has been a key part of what we do here at suspensiontech. This is going back to the fundamentals of how to get the most out of a bike. When working with riders no matter how much we have tested using different sag setting and changing compression and rebound damping, riders have always been fastest with the correct sag settings. When a frame manufacturer suggests running 30% sag in the rear shock it is because they have designed the suspension kinematics in a way that the first 30% of the travel is made be pedalled in, generally speaking this entails a rearward axle path to create chain tension and minimise pedal bob, but say running incorrect sag such as say 20% will mean that when hitting small bumps such as roots and small rocks the suspension will be inside of the first 30% of the travel meaning there is more chain tension and therefore will be much stiffer than running correct sag. Generally running too stiff of a spring will severely decrease traction because of this. I understand that for the average rider that doesn't have access to custom tuning and or doesn't want to spend the money, that simply increasing the air pressure might be the best option, but for riders with such support they would be far better off keeping their sag optimised for pedalling and traction. If they are using too much travel with the correct sag they can add volume reducers to the air can or what I believe to be a better solution in most situations, add compression damping in the form of shims to the face of the piston. Simply adding air pressure for these guys is far too much of a compromise to traction.
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