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Shock tuning
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<blockquote data-quote="tiny" data-source="post: 737551" data-attributes="member: 5467"><p>I agree with Adam. I would try a lighter valve stack. I did not have success with flutter stacks in an emulsion shock. There is such a big difference in how it rides in the morning vs how it rides at the end of the day, as the oil turns to foam. Feels like no valving driving back to the trailer.</p><p>This is what I ended up with</p><p>600 lb front corner sprung weight, 8" uptravel, 150/150, 2 bleeds @ .070 and 2 @ .060 for a total of 4 open holes, 70 compression, 100 rebound, all this in a 2.0 coilover air shock with 3cc less than max fill, 200 psi.</p><p>Rear is 400 lb corner sprung weight, 10" uptravel, 80/100, same bleeds as front, 50 compression, 90 rebound, same oil level and pressure as front.</p><p></p><p>There is a real balance to having a soft riding rear spring set up and enough spring force to hold the rig up when the weight transfers from climbing steep hills. The dual rate stop height is also very important for this. </p><p>Also I went straight to 4 bleed holes. I wished I would have tried 3 just to see what it was like. FYI, you can't weld or tap a sintered metal piston to try and block the hole you drilled in it.</p></blockquote><p></p>
[QUOTE="tiny, post: 737551, member: 5467"] I agree with Adam. I would try a lighter valve stack. I did not have success with flutter stacks in an emulsion shock. There is such a big difference in how it rides in the morning vs how it rides at the end of the day, as the oil turns to foam. Feels like no valving driving back to the trailer. This is what I ended up with 600 lb front corner sprung weight, 8” uptravel, 150/150, 2 bleeds @ .070 and 2 @ .060 for a total of 4 open holes, 70 compression, 100 rebound, all this in a 2.0 coilover air shock with 3cc less than max fill, 200 psi. Rear is 400 lb corner sprung weight, 10” uptravel, 80/100, same bleeds as front, 50 compression, 90 rebound, same oil level and pressure as front. There is a real balance to having a soft riding rear spring set up and enough spring force to hold the rig up when the weight transfers from climbing steep hills. The dual rate stop height is also very important for this. Also I went straight to 4 bleed holes. I wished I would have tried 3 just to see what it was like. FYI, you can’t weld or tap a sintered metal piston to try and block the hole you drilled in it. [/QUOTE]
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