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The Tuesday Tune 5 - High and Low Speed Damping (pt 1)
We get asked about this all the time, so we're discussing how high and low speed adjusters function. This is part 1, which is mostly to do with the theory behind them. Part 2 will cover real world effects and setup in more detail.
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Video info
- Date Posted
- Nov 22, 2016 at 8:23Nov 22, 2016
- Category
- Tips/HowTos
- Location
-
Whistler, British Columbia, Canada
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The Tuesday Tune 5 - High and Low Speed Damping (pt 1)
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9 Comments
- + 1
mariyo
(Nov 22, 2016 at 13:12)
This is awesome, i was allways curious what is happening inside the shock when i turn the screws and how it really affects the behavior of it, now i know and my interest in suspension and tuning got even bigger.
Keep up the great work!
- + 3
I have still a question: how can you change the gradient of the highspeed compression?
By changing the velve/shims?
By changing the velve/shims?
- + 4
@mariyo: I think if you change the compression valve it will affect the gradient of the HSC. If the new valve has smaller holes or less holes, it will result a steeper gradient. When you decrease the size or number of holes in the valve, you have less cross-section area where oil can through, so if you want to push the same amount of oil you need more force to push it through. If you change the shims it does not change the gradient. I think the size of the valve holes or numbers is the key. I hope I can help. (sorry, my english is not the best)
- + 1
@VorsprungSuspension: Thank you for the excellent video - it's nice seeing an easy-to-understand graphic representation of how damping settings correlate to each other. There's one area I'm still curious about though...
You spoke about single, low-speed rebound adjusters and how they ultimately affect the entire suspension curve, even when you get into the high speed rebound range. But what happens when there's HS rebound adjustment? Is it safe to assume that the curve might vaguely mirror what the LS and HS compression curves look like on that graph?
You spoke about single, low-speed rebound adjusters and how they ultimately affect the entire suspension curve, even when you get into the high speed rebound range. But what happens when there's HS rebound adjustment? Is it safe to assume that the curve might vaguely mirror what the LS and HS compression curves look like on that graph?