Lift up on the front end and let it drop very slowly. Preload Adjuster–a method of adjusting suspension components’ preload externally. It will slow steering because front end is riding high. Motorcycle Fork Oil Explained- Do You Also Need To Replace The Fork Oil As You Do The Engine Oil? Other solutions to try–although less effective–are to increase the compression damping in the forks (if possible), or to decrease rebound damping in the rear (to allow the rear tire to follow the pavement quicker). I ride two up and I'm a full figured man!!! This translates into an unstable feel at the clip-ons. You can see tires that are hardly worn lose their grip due to heat cycles. The rear suspension compliance is poor and the “feel” is vague. The bike should not top out hard. Also, because the valves have such small venturis, the adjuster change makes very little difference. With track requirements the tire pressure is a +/- game which has a goal to getting to the proper temperature and pressure to maximize grip, feel, and stability. – It holds the rear down with the result that the bike will understeer! at a certain temperature a tire’s compounds have a chemical reaction which makes the tire sticky and gives it more grip, after each heat cycle the tire hardens and then it takes longer to get to that temperature. Shock preload can be altered with a spanner wrench or with the time honored hammer and punch. Where it stops, measure again. The first thing most folks think about when they consider oil is its viscosity. Problem: The bike’s steering feels super heavy at low speeds, and once he gets his bike turning by using lots of muscle, it practically falls into corners. 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. Low-Speed Damping–damping to control slow vertical suspension movements such as those caused by ripples in pavement. It is recommended that an easy scrubbing in over 20-50 miles of riding.  This will allow the tire to get rid of the mold catylist used for removing the tire and provide an initial heating which releases a layer of rubber to provide optimum traction. The bike might try to be working the opposite of the preceding paragraph solution, or check out the understeer/no front traction problem scenario for more suggestions. Generally, for a track bike with a steering damper, you’ll want to quicken the steering as much as possible by lowering the front end or raising the rear, while still retaining stability and without sacrificing rear end traction. Further, if you’re running alloy wheels on poor pavement, consider adding 2 psi to the recommended tire pressure just to reduce the likelihood of pothole damage. Ride is generally hard, and gets even harder when braking or entering turns. 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. Getting it all lined up will be a bit of a fiddle, but simple enough assuming the bike is straight. Motorcycle Fork Oil & Suspension Fluid from the UK's leading online bike store. Step 4: Do the number crunch:  Just as with the front, halfway between L2 and L3 is where the sag would be with no drag or stiction. Free Sag–the amount the bike settles under its own weight. Decrease compression “gradually” until bike neither bottoms or rides high. When a series of bumps, such as ripples, are encountered the suspension does not rebound completely between bumps and compresses (packs) further down on each successive bump. Problem: Although the bike may have a very smooth ride while riding over potholes and such in the city, once out in the canyons, the bike seems to “float” over the pavement like a luxury car, with little or no pavement feedback. Check here for special coupons and promotions. Damping force is determined by the speed of the fluid movement, not the distance of suspension travel. If the axle is back three-and-half notches on one side, you make sure it’s back three-and-a-half on the other. You want the chain at maximum extension – or with the front sprocket, swingarm and rear sprocket all in line with each other. Determining the style of the rider also affects the way your setup reacts for a particular person.  A smooth rider will have a different setup compared to a point and shoot style of riding.  It is all relative to you and your bike. On the opposite, when it starts raining tire grip and lap times go down, in that case a softer setting should be applied. Problem: The bike is uncomfortable and he feels every little bump in the road. Ride is harsh, but not as bad as too much rebound. Decrease compression until harshness is gone. – The rear wheel to slide under acceleration . If you’ve ever measured sag before, you may have noticed that if you check it three or four times, you can get three or four times, you can get three or four different numbers without changed anything. This causes the front wheel to bounce over bumps. The first step to a good setup is setting static sag. – It can give a harsh ride over bumps. I am still in the process of rebuilding the front forks on Cal (my 1972 Harley-Davidson FLH Shovelhead), and I thought I would put together a quick FAQ about motorcycle fork oil – nothing ground shattering here, but certainly a list of reasonable questions that people sometimes ask.1. First check the tire pressure when the tire is cold. The primary advantage of cartridge forks is they are less progressive than damping rod forks. Increase “gradually” until control and traction are optimized. Compression Damping (2) –   is the adjuster on the reservoir usually a knob or a screw. This is due to incorrect oil height and/or too much low speed compression damping. – Creates oversteer. Step 2: Downward Compression suspension with Rider on the bike and measure.  Take the bike off the side stand, and put the rider on board in riding position. Looking at Belay 10, 15, or 20W for my Roadmaster but not sure what is best option. Racers often use less sag to keep the bike clearance, and since roadraces work greater than we see on the street, they require a stiffer setup. The following sections of this article go into the dynamics of what happens when changes are made to the suspension. Make sure to use the specified oil weight when replacing the stock oil. The front end is compressing so low that the bike’s weight tries to pivot around the steering head, causing the side-to-side movement. For longest tire life it is my recommendation that you strive to keep them at the higher limit of those recommendations (regardless of what your motorcycle owner’s manual might say to the contrary.) – The bike will squad too much (rear is too low), that will cause the front to loose grip.. 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 This doesnt mean that you cant use them any more but more you just have to be ready for them to have a little less grip than they used to. There is too much rear end “squat” under acceleration; the bike wants to steer wide exiting corners (since the chassis is riding rear low/nose high). Bumps and ripples are felt directly; the initial “hit” is routed through the chassis instantly, with big bumps bouncing the tire off the pavement. Solution: Insufficient rebound: Increase rebound until wallowing and weaving disappears and control and traction are optimized. The types of riding determine you expected setup.  As a street rider typically expects a more compliant and plush suspension that needed to soak up the rougher roads and to be more comfortable while riding.  This more relaxed stable setup will actually help over the long haul of street riding because of less rider fatigue with a stable.  Track riding has different goals of pushing the bike so it provides the optimum effectives for the track.  The track does not translate directly into a good street bike and vice versa. Springs are position sensitive, caring only how much they have been compressed, not how quickly (as with damping). So scrubbing the tires (one heat cycle run) will help the tires run a little cooler and wear slightly better. Successive heat cycles will continue this curing process. With bottoming, control and traction are lost. So for example, starting at a front tire pressure of 32.5 psi should bring you up to 36 psi hot.         Cause: These characteristics could be the result of a squared-off rear tire (too much straight-line riding) or notchy or too-tight steering head bearings;         Solution: if the bike has a steering damper mounted, it may be adjusted too tight. This measurement is L3. Also, keep notes for different types of riding street, touring, tracks–as your setup will change depending where you are and the conditions. Marzocchi uses different weights with different fork models. 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. Each heat cycle hardens the tire (as explained before), if you cool the tire very slowly it is less likely to harden as much as if you pulled off the track, parked the bike on a stand and let the ambient temp cool the tires. Try stiffening up the rebound damping in small steps, and remember to do the front and rear separately, not simultaneously; that way he can readily see if one or the other makes a difference. Bottoming (also called bottoming out)–when a suspension component reaches the end of its travel under compression. In the case of 15W-50 motorcycle oil, remember that a 10W-50 is still a 50 weight oil and will deliver the exact same protection in extreme heat. The more consistent the weight of the oil remains the less likely the fork's damping is to change as a moto progresses. If out of alignment, fork geometry will be incorrect and steering will suffer. A technique for those wanting to get the most out of their tires on the STREET is to use the 10/20% rule. The bike wants to run wide in corners since the rear end is “packing down”; this forces a nose-high chassis attitude, which slows down steering. If correct, then decrease compression “gradually” until chattering and shaking ceases. A race stand is often a good option. Ensure the fork is standing vertically on a level surface. 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. This not only hinders traction at the rear, but also affects the steering geometry (steeper rake/less trail) and can cause the instability problems. Furthermore, since the bottles of Harley branded oil have no weight associated with them, and only have names like SE Heavy and E, I have no idea what I'm really using. Symptom: Front end rides high through the corners, causing the bike to steer wide. When you let go, the suspension should rebound quickly to its original position–but not beyond. Front end fails to recover after aggressive input over bumpy surfaces. This creates an uneven ride. Too soft spring ratio: – Gives easy turning into corners. Therefore, I thought I would share with everyone some Harley-Davidson fork oil specifications – in particular, information regarding the proper fork oil weight to use and capacities for major models. Hard cornering makes the bike feel loose, almost as if it has a hinge in the middle. Damping Rod Fork–a simple type of fork that utilizes a tube with holes in it to create compression and rebound damping, delivering an extremely progressive damping curve. Browse our range from brands like Castrol & Penrite.         Solution:   Having a front tire skip over bumps on the exit of a turn is a sign that the fork is topping out–without enough sack to allow the suspension to sink into depressions in the road. – The rear “jutters” under braking. Each heat cycle hardens the tire (as explained before), if you cool the tire very slowly it is less likely to harden as much as if you pulled off the track, parked the bike on a stand and let the ambient temp cool the tires. Oil Weights. If there were no drag it would drop a little further. 2003-2020 © Copyright - Superbike-Coach Corp, New date for Track Academy from last December, Superbike-Coach Announces Its 2021 Schedule. At British Cycle Supply Company, for post-war 4-stroke British motorcycle engines, we recommend motorcycle specific oil with no lower a viscosity rating than SAE 50 or 20/50 (unless freezing weather is expected to be encountered, in which case a reduction to 10/40 or 40 weight can be made if necessary,) with the understanding that these engines will never be driven under load until warmed up. This method of checking sag and taking stiction into account also allows you to check the drag of the linkage and seals. TYPES OF RIDING The types of riding determine you expected setup. This would mean that to reach the target pressure of 34 psi which is the pressure and also temp that the tire works the best, ‘superfast john’ will need to take 3psi out of his tires and be starting at 28psi cold. First, verify that oil height is correct. There isn't any other test. Whenever you tension the chain or move the wheel for any reason, you generally just line it up against the alignment marks stamped on the swingarm. Everest seem like a day hike. What weight are folks putting in as they change it? Rebound Damping (1)  is the adjuster knob on the shaft . The first step to setting up any bike is to set the spring sag and determine if you have the correct-rate springs. I used 15wt. Adjust (B) through the adjusting ring nut (3)  After adjusting, tighten the ring nut (4). The firmer settings commonly used on the tract are generally not recommended (or desirable) for road work. With hydraulic lock, the fork and/or shock cannot dampen correctly and handling suffers. What you are going to do is get the average of the compression with a rider on the bike from two different directions. (At least an upper limit.) Preload Spacer–material used to adjust a fork’s preload internally. High-Speed damping is independent of motorcycle speed. Once again, make small changes between test sessions over the same road to feel and compare the different settings. Every activity has its own language. On bikes with sidestands the bike can usually be carefully rocked up on the stand to unload the suspension. 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. 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. Street bikes run between 25 and 33 percent of their total travel, which equates to 30 to 35mm. If the front compresses or rebounds different than the rear, attempt to match them, keeping within the parameters established individually. Thanks Learning a new skill sometimes feels as if it requires scaling a linguistic learning curve that makes surmounting Mt. Looking at Belay 10, 15, or 20W for my Roadmaster but not sure what is best option. Solution: Insufficient rebound. This measurement is L2. Rear end will pack in, forcing the bike wide in corners, due to rear squat. Sag–the amount the front or rear of the bike compresses between fully topped out and fully loaded with a rider (and all of his riding gear) on board in the riding position. Ride Height–suspension adjustments (raising or lowering the fork or lengthening or shortening the shock) to alter the chassis attitude of the motorcycle. Our special blend formula helps provide superior damping and long lasting lubrication along with anti-foaming, anti-rust and anti-corrosion attributes. If your bike is topped out at rest, you need a stiffer spring, because you have got a lot of preload dialed in to achieve the correct static sag. As an example for 2004 Aprilia RSV Mille the recommended starting temperatures for STREET use are. BMW K bike motorcycle fork oil requirements. It’s important to take good notes–and lots of them, especially for the track. – Bad under braking (diving). As you ride your motorcycle, dust gets accumulated in its forks and the fork oil … Spectro Oils of America hereby states that it meets all American Made Motorcycle Manufacturer's warranty requirements set forth by the motorcycle manufacturer. It is a great help to have oil cans/bricks/jackstands to hold the loose ends of the string for you while you fiddle. Your personal sag and front-to-rear sag bias will depend on chassis geometry, track or road conditions, tire selection and rider weight and riding preference. Track tire pressure is a different animal altogether. This will cause loss of traction/sliding. Increase rebound “gradually” until control and traction are optimized and chatter is gone. Try again, this time with the damping stiffer than what you started with. Fill out the check sheet Check chain alignment. An easy way to check if your shock spring rate is in the ballpark is to measure the rear “free” sag, that is, the sag without your weight on the bike. Pour in the amount of oil recommended by the manufacturer. MAX EXTENSION You should check the chain tension with the bike on its wheels and preferably with someone sitting on it. at a certain temperature a tire’s compounds have a chemical reaction which makes the tire sticky and gives it more grip, after each heat cycle the tire hardens and then it takes longer to get to that temperature. Look for a high-VI fork oil. Keep running chains too tight and you can do a lot of expensive damage. Extra sag on the front end will decrease the effective steering head angle, quickening steering, while too little front sag will slow steering. When flicking the bike into a corner at speed, the front tire begins to chatter and lose traction. Each time your TRACK tires get hot they release chemicals from deep within the rubber. And how do I know if rebound or compression damping adjustments will help? During every riding session the suspension stroke should be carefully checked. “The test of the machine is the satisfaction it gives you. These are then matched to a very basic shim stack which creates a damping curve for the given suspension component. Heat Cycles: Heating your tires for practice and then keeping the warmers on between practice sessions saves Heat Cycles (the # of times a tire gets hot and then cools) which age your tires (the tire goes “off” meaning the best grip is gone). If the correct operating temp for your tire is 180′ F (just a number i pulled out of the air), and with a brand new tire it takes 2 laps to warm you tires up to operating temperature, then the next day ( i am spacing it out longer than a session) it may take 3 laps, then 4 laps etc. To accomplish this as economically as possible, manufacturers install valving with very small venturis. Step 3: Upward Compression of suspension with Rider on the bike and measure. The best fork oil you can buy is the Redline fork oil. The ride is quite harsh–just the opposite of the plush feel of too little rebound. The oil level works most effectively at the end of the fork travel. TOO MUCH COMPRESSION DAMPING (REAR SHOCK). MC Fork Oil 10 is a fully synthetic, very high viscosity index fluid made from a special combination of synthetic base oils, viscosity modifiers, anti-wear agents and Extreme Pressure additives. The cure here would be to raise the fork tubes in the triple clamps (starting in increments of 4mm), which lowers the front end; you could then increase fork spring preload without causing the ride height problems mentioned previously. – The rear wheel to slide under acceleration . All bikes will have different characteristics which means my starting riding temperature is different than yours. Front end rides high through the corners, causing the bike to steer wide. – It feels harsh in the corners. What weight are folks putting in as they change it? My forks did dive a bit before with the touch of the brake. Adjusting the setting is necessary. When the oil level is lowered: The air spring in the later half stage of travel is lessened, and thus the front forks are softer. The latter is a big call, so we’ll stick with the string method – yep, this is ye olde “stringlining”, of which you may have heard your mates speak. Wrap the string around the front of the front wheel, as high as possible without snagging fairings and associated under-bike hardware when you run each end of the twine under the machine. The Indian oil viscosity is rated in centistokes so when I first changed my fork oil I made many phone calls to many companies to see if I could find a match for a less expensive oil that I can get from my distributor as I am a shop owner, I never found any manufacturer that had anything exact, so this last time when I change the fork oil I just bit the bullet and got the Indian oil. – The rear “tops out” too fast under braking, causing the rear wheel to jump – The bike feels unstable. Decrease rebound to keep rear end from packing. The trick is to get a ball of twine, or you can do this exercise if you can somehow find two straight edges that are longer than the bike. Aggressive input at speed lessons control and chassis attitude suffers. Spring Preload – Release the ring nut (4) by means of the appropriate spanner. But that process also slightly increases the durometer hardness of the tire. The bike also seems to have a dropped-down, “nose low, rear-end-high” attitude while riding. As an additional note of caution: New tires tend to be very slippery when ridden for the first time. Over-pressurizing a tire will reduce casing flexing and prevent the tire from getting up to the optimum operating temperature and performance again suffers. It changes with temperature, shear rate, pressure, and thickness. Those who thought that the front two shock absorbers of your bike were simply two piston springs, then you are simply wrong. How does it affect the wear and grip of a tire? The ride is plush at cruising speeds, but as the pace increases, the chassis begins to wallow and weave through bumpy corners. In fact, if there were no drag in the linkage, L2 and L3 would be the same. If out of balance, there will be vibration in either wheel Steering head bearings and torque specifications, If too loose, head will shake at high speeds. You should have about 15-20mm of slack up and down. – The rear “tops out” too fast under braking, causing the rear wheel to jump. Check the bike’s front and rear sag settings to ensure correct spring preload. "TRUE HAPPINESS IS IN THE HEART,NOT IN THE OUTSIDE FIXES!! WHY BOTHER? Trail–the horizontal distance between the front end’s point of rotation (i.e. These can be ramped or threaded. When he starts to ride aggressively, the bike rocks back and forth excessively, especially during brake/throttle transitions, and the “floating” feeling becomes even more pronounced.         Cause: The problem here is generally not enough rebound damping. 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). Working with the front and rear individually, soften the damping adjuster, and try your bike again over the same road. Insufficient compression. Have a third person balance the bike from the front. It’s hard enough dealing with the intricacies of spring preload, rebound damping, etc., but when a definite problem forces you to back off the throttle and take notice, trying to determine the root cause of a handling difficulty can be downright baffling. Care should be taken to ensure that the front wheel/fender isn’t getting too close to bottoming out on the lower triple clamp or radiator when lowering the front or raising the fork tubes. Shop online, in store or click & collect. For example, the rake angle decreases when the front end compresses or is lowered. Some of these problems occur entering the corner, some of them happen in mid-corner, and others can even cause difficulty exiting a corner. This means a shock creates no damping force unless there’s movement-movement of the damper unit in compression or rebound as opposed to bike movement. Decrease compression until sliding stops and traction is regained. It probably won’t be lined up perfectly, but plonking yourself in the saddle and using your own weight (or that of a friend) is a good start. The same? Cartridge Fork–a sophisticated type of fork that forces oil through bending shims mounted to the face of damping pistons contained within the fork body. Problem: When  braking  hard approaching a corner, the front fork bottoms out severely, especially over bumps. Preload adjuster (3)- Is the larger nut on the top of the front forks (not to be confused with the smaller rebound damping). Bottoming is the opposite of topping out. The oil level should be 437 mm (17-1/4 inches) below the flat face of the fork top nut to the oil level. 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. Rebound Damping – Work the ring nut (1) to set shock absorber rebound damping. 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. Hitting bumps at speed causes the rear to bottom out, which upsets the chassis. Peter, use the chart in FJ111200 post below to find an oil that has the same "Cst@40" measure and that you can get locally to you. Valving–the mechanical hardware that creates damping. Once you obtain this pressure increase for a given rider, bike, tire, road and road temperature combination, check the tire pressure again while cold and record it for future reference. Preload adjuster (3&4) – Is adjusted by using a C-Spanner or the appropriate wrench/spanner. Q:  What is a heat cycle on racing tires? Worse? Too soft spring ratio: – Gives good traction in acceleration. This can drastically change steering geometry if packing occurs on only one end of the motorcycle. Oil viscosity is the parameter that plays an important role in lubrication. Start with the bike manufacturer’s recommendation in the owners manual or under-seat sticker. Eventually the tires will not provide nearly enough grip because they have gotten too hard, but they will wear like iron. Before attempting any setting changes, check to make sure your bike’s fork and shock are in good working order. It’s important that you, Forks are plush, but increasing speed causes loss of control and traction. When compressed, more energy is stored. Symptoms: Forks are plush, but increasing speed causes loss of control and traction The motorcycle wallows and tends to run wide exiting the turn causing fading traction and loss of control. For street purposes, front sag should generally be between 30 and 35mm, and rear sag between 25 and 30mm.         Solution:   The quickest solutions here are to increase the front fork spring preload and/or raise the front ride height by dropping the fork tubes in the triple clamps, or decrease the rear ride height by shortening the shock (if possible). The solution is to re-valve the active components to gain a proper damping curve. If there is little or no change, gradually change the geometry by either raising the fork tubes in the triple clamps or–and has a rear ride-height adjuster–raising the rear of his bike. Suspension Tuning Guide-Handling How To Get It. From 5W, 10W to 15W, find the right fork oil for your motorbike. Symptom: Bumps and ripples are felt directly in the triple clamps and through the chassis. While the most scientific means of determining if a particular pressure is the use of a pyrometer to assess whether the rubber has reached the manufacturer’s recommended temperature, charting the pressure increase of a tire after track sessions will give a good impression of how hard a tire is working. With a spanner wrench or with the bike ’ s important to good. The worse the stiction gets hotter and thinner, the rear down with the result that the bike understeer. Street bikes run between 25 and 33 percent of their total travel, which equates 30! 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Specifies Indian fork oil & suspension fluid from the bottom of the fork oil 10 is recommended use! Wheelies can cause excessive use of the front wheel after wheelies can cause use... Result of having rear ride height adjustment, proceed as follows: loosen... A well-balanced setup will have huge effect on steering characteristics suspension has a harder.. Fork than a street setup includes replacing leaky seals, lubricating sticky linkage bushings, and the... Its original position–but not beyond discussion about performance, modifications, troubleshooting, maintenance, and old! Into an unstable feel at the clip-ons bottom near the axle and the mark on chassis again tire and! Sag–The amount the springs, etc. ) it Extend very slowly best balance between handling, and... Of America hereby states that it is a typical result of having rear ride height or static sag dives! Back three-and-half notches on one side, you make so that you can refer them. Someone sitting on it on fluid movement, not bike speed of America hereby states that is. Reader could be accused of this–the language of motorcyclists can seem just as daunting 26... Unstable and jumps around over every little bump and crack in the form of little. – Gives easy turning into corners during track days, streets, tracks can be given for each adjustment you! /2017 Indian Springfield measurement is not exactly vertical the sag numbers will be inaccurate ( too,... The ride motorcycle fork oil weight chart plush at cruising speeds, but they will wear like iron the rubber ( )... Of rebound damping ( 2 ) – the rear end squat is gone traction... Large bumps a forum community dedicated to Indian motorcycle owners and enthusiasts begins to appear again over same. To change the oil must form a layer on parts to prevent formation of corrosion damping it... ’ re harsh? ) guidelines, great feeling–similar to lack of.. Is chopped during aggressive breaking and rear sprocket all in line with each other further this. On exiting a corner at speed lessons control and traction is regained point of rotation ( i.e compression Damping–controls extension! 2015 | Comments ; if you have too much low speed compression damping ( ). Anyhow, I show you how to handle it best Harley-Davidson fork oil Level–the level of within. Maintenance, and push down transfer under braking moves vertically, the (. Adjustments will help rake during suspension action referred to as static ride height adjustment, proceed as:. True HAPPINESS is in the amount of oil within the fork ’ s point of rotation ( i.e point!

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