Push first unveiled their ElevenSix coil shock back in 2015, and in the years since it's become a common sight on all sorts of high-end builds. For 2020, the shock has received a significant update, including the addition of a hydaulic bottom out control feature, revised valving, and spherical eyelet bearings.
There's also a new pint-sized version, the ElevenSix Micro, which was designed specifically for the Evil Following and its trunnion mount, 165 x 45mm shock dimensions.
Along with all the updates, the features that put the ElevenSix on the map in the first place remain, including the two separate compression circuits that can be selected with the flip of a lever, each with their own externally adjustable high- and low-speed compression adjustments. There are 25 clicks of high- and low-speed compression adjustment for each circuit, along with 18 clicks of low speed rebound adjustment.
ElevenSix Details• Independent hydraulic bottom out piston
• Dual Overhead Compression Valve system with increased range
• Motorsport grade spherical bearing eyelet mounts
• Metric sizes only
• Available in standard and trunnion mount
• Manufactured and assembled in Colorado
• MSRP: $1200 USD
•
pushindustries.com As always, the ElevenSix is still designed, manufactured, and assembled in Colorado. Each shock is tuned specifically for the bike it will be installed on – Push has a constantly growing list of compatible bikes. Want to move a Push shock from one bike model to another? Push offers a reconfiguration service where they'll re-tune the shock and adjust the length and stroke to make that possible.
Better Bottom Out ControlCoil shocks have a well deserved reputation for delivering enhanced small bump sensitivity and traction compared to air shocks, but they're typically not able to offer as much end-stroke progression due to the linear nature of a coil spring. That's not as big of a deal on bikes with a more progressive leverage curve, but on more linear bikes that can mean running a higher spring rate is necessary to avoid harsh bottom outs.
To help prevent that, Push has added a hydraulic bottom out control to the ElevenSix that comes into play during the last 15% of the shock's stroke. A secondary piston passes through a smaller tube, which increases the hydraulic pressure and creates a more progressive end stroke. Push aren't the first company to go this route - EXT's Storia shock comes to mind - but it's a welcome feature that should increase the number of bikes able to use an ElevenSix. In addition, the ElevenSix's open cell rod bumpers are designed to add another layer of bottom out prevention. The bottom part of the bumper sits in a cup, which helps it keeps its shape and provide support during big impacts, rather than getting completely flattened like a pancake.
Refined Piston Design Push even revised the ElevenSix's damping piston shape, altering the compression and rebound ports to allow for a smoother flow of oil, and more consistency during fast, repeated impacts. The progressive compression and rebound valve stacks were tweaked as well, with the goal of delivering less damping on small and high frequency bumps, and more damping during big imacts and g-outs.
Spherical BearingsShock eyelet bearings have become more common over the last few years, part of the ongoing battle against friction that can decrease a shock's sensitivity. Push came up with their own spherical bearing design that's said to help reduce rotational friction from linkages and the shaft binding friction that can occur when a shock flexes, especially under side loads.
E-Bike and Yoke-Mount Specific ShocksPush have added a new Melonite QPQ steel shaft as an option in order to allow the shock to handle the higher shaft loads that can accompany yoke-mounted shock designs. What's Melonite QPQ? It's a case hardening process that's intended to increase wear and corrosion resistance, along with increasing the fatigue strength. If you want to add an obscure acronym to your repertoire, QPQ stands for Quench-Polish-Quench. The ElevenSix HD model uses the Melonite steel shaft, and it will also be used on Push's new e-MTB specific models.
They wouldn't likely develop a shock specifically for an Evil Following that is currently sold out.
Winning the internet today with this one. I'm sure of it!
So does Fox DPS and DPX shocks. That's what "Dual Piston" (DP) means
@anderd23: it's a fair point
Both are incredible shocks. Custom valving on a low-stiction coil shock built for your frame/weigth/riding style is a huge improvement over what is offered from most of the big brands. Not always true, as there are some frames that get along well with coil shocks from the big companies, but this is not the norm. There are just too many variables to make a shock with useable adjustments to fit all frame kinematics/weights/styles even if you get the correct spring rate.
In summary, If you have the $.. just do it!
It also means you can run a really good trail mode so you don’t need a climb mode on many bikes that pedal well, and still have a full blown DH mode that is completely different. That’s how I run mine and it’s made the bike vastly better.
When it comes to the new Push, it is obvious what they have been copying. The HBC feature invented by EXT. If you take the EXT Storia V3 from the Nicolai G1/Geometron G1 it is also having spherical bearings. Still Push do not have the negative spring/top out spring though.
When it comes to delivery time, I will find it strange to wait for 5 weeks before receiving a shock. US customer should be receiving almost as fast as European customer. I ordered one Storia V3 for my Sentinel last year and it took 1 week. My 3 friends waited from 1 to 1,5 weeks.
For the 300 USD less for the EXT, I would spend it for a cartridge update from Avalanche Racing. Or just save the money until the EXT Era fork reach the market.
Each to his own I suppose
Do not misunderstand, I am pretty sure Push are great shocks, but I do not see they are doing something radical that can be so highly overrated price wise.
Another thing that brings hype to my mind, is that when their previous shock, the 11-6, it was their #1 product and state of the world? Now that model sits in the shadow from the new model? Yes I know EXT have had several models, V1, V2 and now V3, but all of them shares the same features from the beginning.
I think maybe you should do some research on the background of PUSH before you make a statement that even you are unsure of. I see no point in trying to belittle a company based off of you personally not knowing what they have been involved in before the 11.6. Based on reviews of the 11.6 I think it’s safe to say they know what they are doing if that is what you were attempting to get at.
The article outlines some key points to the new 11.6 and you could reference the press release from 5 years ago when the shock first came out. Plenty of tech transferred over and the new generation looks to have several upgrades over the existing design to make it that much better. No need to list everything here when everyone can easily just go look up what the differences are.
Yes the dual valve, which is only available on the 11.6, gives you complete control over two completely independent circuits. With this feature you can set up your "DH" setting exactly how you like, and unlike a predetermined "climb" switch you can control exactly how your other valve works. If you climb a smooth fire road exclusively and only need the firmest mode possible you can have that. Or if you ride technical single track climbs or want to optimize the other mode for general trail riding you can do that as well. Some people might not care either way, but a ton of people would like to optimize their climb setting towards their type of riding, and no other shock gives you that level of adjustability in that mode.
The Storia is definitely lighter, but that is coming from the super lightweight spring that has a finite cycle life. The HyperCo spring offered with the 11.6 was designed to be as lightweight as possible while still keeping its rate for years and years. 100-200 grams for not having to purchase a new spring when it loses its rate each season seems like a fine trade off to me.
If you want to inform yourself more on PUSH here are a couple fun articles for you.
www.pinkbike.com/news/inside-push-industries-2017.html
www.pinkbike.com/news/first-look-push-industrys-elevensix-shock.html
www.fanatikbike.com/blogs/engage/who-is-push-industries-the-elevensix
www.extremeshox.com/product/ext-super-alloy-spring
Might sound like a lot but think about how many times your suspension cycles on a single ride.
Cheers
For the price of the EXT including 2 coil you will have plenty of dollars to buy new springs if that should be an issue.
An Avalanche tuned Marzocchi Bomber C3 will cost 550USD that is under the half price of a Push.
I was not comparing anything to price when talking about the springs, just wanted to state the main reason why the EXT is as light as it is, so that everyone on here has some factual context.
That tuned Bomber is also less than the EXT so I don't understand where you are trying to go with that statement.
@duzzi Nothing wrong with 2 springs at all. PUSH did just lower the price of the springs to $95 so that should help if someone wants to try the next spring up or down.
In fact, the article itself actually acknowledges it: " Push aren't the first company to go this route - EXT's Storia shock comes to mind - but it's a welcome feature that ...." so there is that.
If there are any suspension shops out there that care to help me out - what would be more desirable from your point of view:
A more linear frame rate vs progressively tuned shock
A more progressive frame rate vs linearly tuned shock
Or a sensible (cop out answer) mix of the two?
I guess my question is really, if a customer walks in and says “hey can you tune this shock up for me” are you pleased to hear their bike is linear or progressive?
What the industry needs is someone who could make better progressive coil springs, that have more progressively and a smoother curve. From what I've heard current MTB progressive coils have an almost dual spring rate, without a smooth transition.
My own feeling is a more linear frame (within reason...straighter chart with less curve but possibly still a falling rate) and a well tuned shock is the dream but I’d love some more insight from tuners and other riders alike..
the best for the rider: what ever works best for him. that can be eithor or a mix of both. since every rider feels different and demands different things from their suspension.
since you need to tune something to the riders liking the more you can adjust the more work it will be, but also the closer it can be to perfection.
the easiest to tune:
linear frame rate + adjustable progressive spring (air) + linear tune
the only reason this product exists is to get a certain progressivity into a system which has a linear spring and frame rate.
if you are interested in more details research the KTM PDS system. its the exact same technology
Extremely progressive frames (YT) are very difficult to tune because the forces at the beginning and ending stroke are very different.
those are all rising rate linkages.
There is room in the KTM lineup for a PDS trail bike on an air shock imo. Just like on a MTB, this combo works as the air shock provides the needed progression. Maybe on their electric bikes which are highly weight sensitive?
you have to take into account how difficult it would be to build a linkage that would survive a 130mph pounding on a 5500lb trophy truck, they use 1" shock shafts.....
Ive often contemplated, a "suzuki full floater" type linkage may be suitable for use on a tt or class 1 car if built properly.
In the end the linkage is the most elegant design, see road race bikes, from honda cbr to ducati gp bikes, they all have a rising rate linkage..... if they didnt need them they would love to save the weight....
tons of road race cars feature linkages, most geared to provide some progression they usually refer to them as inboard shocks as, on open wheel cars moving the shocks inboard also serves to get them out of the air stream
in rally, well rally got its dick cut off in 1986 or else youd see them on rally cars.....
why bring up street stuff?
well, if progression is desired even on smooth surfaces it should be terribly obvious how beneficial it is off road.
back to two wheelers,
the operator has much more influence on the chassis that a 4 wheeled vehicle, meaning they can shift their weight fore and aft, hopefully intentionally, but sometimes by being bucked, combine that with the massive weight shifts caused by a higher center of gravity to wheel base ratio and the need for good amount of progression is more apparent
next, have you ridden pds? not having the rebound damping matching the springs as it wouldn't with a progressive spring or would with a linkage make it feel like someone randomly rearranged your rebound shim stack just totally inconsistent rebound aka garbage
PPS
Fox and king offroad car shocks are actually kind of behind,
notice how they don't feature a base valve or didn't until recently even feature a lsc adjuster between the shock and reservoir.
got a rebound adjuster? NOPE
only some because can am forced foxes hand
Curnutt built internal bypass shocks for motorcycles 40 years ago where did that end up? on vintage bikes thats where..... on one of my vintage bikes actually......
The biggest performance advantage in my mind is....maintenance. The PDS is so much easier to maintain and keep running smooth. It's also 10x easier to remove and get re-valved.....PDS = two screws, Link = remove rear wheel, break chain and take off rear swingarm. The mere fact you can get that PDS off and over to your suspension guy quickly is a HUGE perk....for the amateur racer.
Lots of top pros ride and win on PDS:
dirtbikemagazine.com/ktm-suspension-shootout-pds-vs-linkage
Also the definition of progression is used to refer to the same thing as a falling/ rising rate. I.e a falling leverage rate of the frame is referred to as ‘progressive’ and while it serves a purpose for explanations it is incorrect and you can indeed have a linear falling/ rising rate.
Hope that didn’t make sense, cus that’s kinda my point.
Thanks everyone above for your input, good to hear what people think about this stuff as it’s not something I’m dealing with day to day. I am learnt. Ta, happy Friday.
Be safe out there peeps
Wheel rate is whats important
Rising rate refers to the wheel rate
I agree its easier to remove
linkages arent so bad unless your always bashing them and denting the
the fact that your ktm works better at low speed is probably not due to a benefit of the pds but most likely some aspect of setup.
argument,
even all the Effing trials bikes have linkages dude.
cough grahm jarvis is on the linked bike cough
At the end of the day, the guys ride what they ride, do you think PDS would hold Jarvis back? Of course not..
My point is just that PDS indirectly benefits most am riders since they are more likely to get it tuned, can do so more often and have minimal maintenance requirements....but I don't disagree that a link can feel better.
the MX guys ride very progressive links with hard springs to get the high speed control and bottom out resistance.
Nope. The traditional design for linkages is to have dogbone links at the bottom with a 3 pivot knuckle tying the swingarm, shock, and dogbone links together. This results in a linear motion of the shock.
Progressivity is done with progressive springs.
look at the difference in length between the pull rod length vs the swing arm pivot and the knuckle mount, that difference causes the kuckle to lag behind swing arm travel initially and kick up at the end. If it were designed to be linear it would need equal length arms and do f*ck all....
thumpertalk.com/forums/topic/839177-are-linkages-linear
looks like most mxers are 170%-200% Progressive
End to end, there is going to be always some non-linearity, due to rotational motion, especially for higher travel amounts, but its not as significant of a ramp up percentage wise as it is in bicycles, and within the normal riding region, its sufficiently linear.
Here is some more info www.promecha.com.au/leverage_linkages.htm.
Your link is about road racers and still supports my position....
@.@
170-200% progressive like a crf or kxf is pretty progressive, ceartainly progressive enough to be called progressive
This is not actually a true statement. Both PUSH and mountain bike media should actually state the true situation which is
"Push offers a reconfiguration service if the bike you move to has an Eleven-six tune".
My Eleven-six Gen One ended up being the world's most expensive workshop paper weight for two years because they did not want to develop or estimate a tune for my 2018 Range when i moved from my Nomad Gen 3. I even offered to ship them the bike for testing/ fitting.
If you ride SCB, Transition or Evil you are pretty well set with PUSH as they are obviously fan-bois of each other, with other brands not so much interest or support in allowing you to use your $1200 shock with your new bike.
But EXT’s are not progressive springs...
I just lost all credibility mentioning I like ebike articles. Crap
Still assume that EXT don’t know what there doing? And that HBO is stupid? Now your beloved American company has copied them!
Hahahahaha
No mate. That’s what pinkbike state’s in their article, not what Push “admitted”. Unless you have a link to where they “admit” to that - and plenty of people are still running progressive air shock setups in progressive leverage rates - so it’s not al about the leverage ratio...and there is only so much you can do in terms of progressive leverage ratios in a bicycle chassis.
How are your shocks worth double that of fox. What make your shock so much more superior then fox. Please explain.
www.vitalmtb.com/features/Darren-Murphy-of-PUSH-Industries-The-Inside-Line-Podcast,2747
Clueless fox fanboys smh
You can type but not read? Impressive!
How are your shocks worth double that of fox. What make your shock so much more superior then fox. Please explain.
Push never said they “Never” bought parts from Fox. You didn’t elude to that in your first statement. Back in the day Push bought parts from Avalanche as well. Push said they make all their parts in house.
Also, if you think pro riders are running stock Fox suspension you are blind.
Please stop while you are ahead.
Push used to be primarily a tuning centre who worked on Fox products, so they bought Fox spares for the service side of things - no surprise there. We service a lot of Fox shocks and I can back up what Push is saying that they don't use any Fox products in their own shock (although from memory I think the diameter of the main piston and certainly the damper shaft are the same as the RC4/DHX/Van RC were, which is to be expected since they're round numbers). Years ago the original MX-Tune parts included some HSC/LSC adjusters that were originally made by Avalanche, but iirc that was around 2006 or so, and Push later brought those parts in-house. Darren can correct me if I'm wrong on the details there.
More to the point though, you don't HAVE to buy it. Don't get angry - if it's not for you because you don't like the price/performance/looks/company/adjustments/whatever, just buy something else. There are plenty of other options out there.
@DH-Angel a FOX engineer says FOX products are the best and bashes competitors?
Shocking.
FYI wcdh riders ride what they are given... push dont have enough $$$ to sponsor dh racers > no one rides it. Imagine thinking a product is better because the company producing it has more money