motorcycle fork oil weight chart

Recommended for use with our fork suspension products. The factories plan on designing a bike that works moderately well for a large section of riders and usages. 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. These can be ramped or threaded. Street riding entails many different pavement characteristics, and the road is generally bumpy compared to a racetrack, so it’s better to err on the soft side if you are unsure. You’ll be amazed at how poorly your bike handles when you put new tires back on and keep the shagged-tire suspension settings. This measurement is L2. Medium to large bumps are felt directly through the chassis; when hit at speed, the rear end kicks up. 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. 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. ), Rebound Damping–controls the extension of the fork or shock after it compresses over a bump–hence the term “rebound.”. – The rear “jumps” on the bumps instead of following the surface. Front end fails to recover after aggressive input over bumpy surfaces. Front end chatters or shakes entering turns. Fill out the check sheet Check chain alignment. 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. – It feels like the front wheels will tuck under in corners. 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. And how do I know if rebound or compression damping adjustments will help? When the pace picks up, however, the feeling of control is lost. Check wheel alignment with triple clamps. On the opposite, when it starts raining tire grip and lap times go down, in that case a softer setting should be applied. Q:  What is a heat cycle on racing tires? The fork offers a supremely plush ride, especially when riding straight up. Rear end will pack in, forcing the bike wide in corners, due to rear squat. Once again, make small changes between test sessions over the same road to feel and compare the different settings. Regarding the manual, it looks like Polaris is doing what other car and motorcycle manufacturers have done and farmed out the service manuals to specialized publishers. The best fork oil you can buy is the Redline fork oil. After re-valving, the adjusters will be brought into play, and when you make an adjustment, you will be able to notice that it affects the way the way the fork or shock performs. Here are some basic symptoms of suspension damping problems that you might find affecting your bike. Motorcycle Fork Oil Weight Chart Uncategorized July 28, 2018 0 wajidi Xbhp com the global indian biking marketing public relations press ref suspension sportsterpedia xbhp com the global indian biking Solution: Insufficient rebound: Increase rebound until wallowing and weaving disappears and control and traction are optimized. There is very little rear end squat. Get and assistant to balance the bike from the rear, then push down on the front end and let it extend very slowly. It’s important that you do not bounce! Rebound damping can be initially set as follows: With the sag properly set and the bike at rest and off its stand, firmly push on the triple clamp (don’t hold on the brake or push the handlebar) or seat. Along with your initial settings, you should also write down some baseline figures for things such as fork oil weight and amount, ride height, spring rates, and so on. Sag can also affect steering geometry. Hold the adjuster (6) with the appropriate wrench and tighten the lock nut (5) (aprilia 40Nm). In most instances it stabilizes the tire compound by decreasing its heat generation. For example, the rake angle decreases when the front end compresses or is lowered. If the pressure has risen less than 10% on the front or less than 20% on the rear, the rider should remove air from the tire (to increase heating affect of carcass flex). – The rear “jutters” under braking. If you want your front forks to last for years, they need to be lubricated with motorcycle fork oil just like you need specialized lubricants for your motor or transmission. The rear suspension compliance is poor and the “feel” is vague. Those who thought that the front two shock absorbers of your bike were simply two piston springs, then you are simply wrong. As speed increases, so does harshness. Tech recommend OJ Racing Fork oil Type 01 which has the following specs: Viscosity at 40º C --> 15.06 mm 2 /s (cSt) Viscosity at 100ºC --> 3.472 mm 2 /s (cSt) Index of viscosity (VI) --> 106. In fact, if there were no drag in the linkage, L2 and L3 would be the same. Bottoming is the opposite of topping out. So the rear tire cold-to-hot increase is greater. 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. With hydraulic lock, the fork and/or shock cannot dampen correctly and handling suffers. Decrease compression “gradually” until control is regained. Our special blend formula helps provide superior damping and long lasting lubrication along with anti-foaming, anti-rust and anti-corrosion attributes.         Cause: The cause is too much front end weight transfer under braking. Often with stock components, when you turn the adjusters full in or out, you do not notice a difference. If suspension bottoms in big bump or hollow, it should not automatically mean that the suspension should be set more hard. No matter what shock or fork you have, they all require proper adjustment to work to their maximum potential. The bars often whip back and forth violently several times (or more) when A tank slapping bike is accelerating aggressively over bumps while coming out of a turn–in other words, a “tank slapper.” The bike steers very easily, although a lack of traction is sometimes noticeable in the rear whenever he tries to accelerate at moderate lean angles. Doesn't that mean you want a 7.5-10 weight oil max? However, if suspension bottoms at the place were the maximum grip is essential the tire cannot create the best traction, because it also has to perform as spring. Before putting it all in, pump the forks up and down to circulate the oil throughout and remove any air trapped. With excessive rear end squat, when accelerating out of corners, the bike will tend to steer wide. It’s important to stress that there is no magic number. Too hard spring ratio: – Good under braking. The oil level works most effectively at the end of the fork travel. A good linkage (rear sag) has less than 3mm (0.12″) difference, and a bad one has more than 10mm (0.39″). (At least an upper limit.) The following sections of this article go into the dynamics of what happens when changes are made to the suspension. 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. High as 150 degrees Fahrenheit bikes, rear end packs in, tires generally will overheat will... Old fork or shock over-extends past its free length as it ’ s important to take seal into! 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