motorcycle fork oil weight chart

– It will give poor grip of the front tire. A well-balanced setup will have both ends of your bike compressing and returning at approximately the same rate with this push. Symptom: Front end rides high through the corners, causing the bike to steer wide. Where it stops, measure the distance between the axle and the mark on chassis again. The oil level should be 437 mm (17-1/4 inches) below the flat face of the fork top nut to the oil level. Extend the fork completely by getting the bike off the ground and measure from the wiper (the dust seal atop the slider) to the bottom of the triple clamp (or lower fork casting on inverted forks; Figure 2). Ensure the fork is standing vertically on a level surface. It should maintain the pre-determined sag, which will allow the steering geometry to remain constant. Compression damping can be initially set as follows:   It is difficult to set compression damping without riding your motorcycle and feeling how its suspension works.         Cause: The cause is too much front end weight transfer under braking. Problem: When Richard gets on the brakes aggressively while approaching a corner, the bike’s rear end begins to swap side-to-side, and feels as if it wants to pivot around the front. Similarly, compression and rebound damping should be somewhat stiffer. These are then matched to a very basic shim stack which creates a damping curve for the given suspension component. I want to go about 5W heavier fork oil, if Indians fork oil is 10W I want to go 15W. 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. To the uninitiated–not that any Sport Rider reader could be accused of this–the language of motorcyclists can seem just as daunting. Most of us don’t have the equipment needed to measure tire temperature directly so we measure it indirectly by checking tire pressure since tire pressure increases with tire temperature. With bottoming, control and traction are lost. Oil viscosity is graded by measuring the time it ... Read moreOil Viscosity and Weight Explained With Chart to Pick the Right One This can drastically change steering geometry if packing occurs on only one end of the motorcycle. Decrease compression until sliding stops and traction is regained. As a street rider typically expects … The front forks of your motorcycle play an important role in the handling of your motorcycle, just like the engine, and their performance gets seriously influenced by the quality of fork oil inside it. Preload adjuster (3&4) – Is adjusted by using a C-Spanner or the appropriate wrench/spanner. 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. 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. Another good idea is to track is the number heat cycles your tires experience. It is a great help to have oil cans/bricks/jackstands to hold the loose ends of the string for you while you fiddle. Both streetbikes and race bikes require 0 to 5mm of free sag on the rear. If correct, then decrease compression “gradually” until chattering and shaking ceases. The first step to setting up any bike is to set the spring sag and determine if you have the correct-rate springs. 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). Front feels soft or vague similar to lack of rebound. Once again, L2 and L3 are different due to stiction or drag in the seals and bushings, which is particularly high for telescopic front ends. This represents a loss of 6 psi over six months and an additional loss of 6 psi due to the 60 degree temperature reduction. You’ll enjoy smooth, squeak-free rides, and you won’t have to buy an expensive set of new forks because you forgot to keep them lubricated. ... Top 1 XM Zoom 15W-40 Motorcycle Oil- AMSOIL 20W-40 Synthetic Motorcycle Oil or AMSOIL 10W-40 Synthetic Motorcycle Oil or AMSOIL Synthetic 10W-40 Dirt Bike Oil. However, it’ much more critical to take seal drag into account on the front end because it is more pronounced. Use the handling scenarios and the chart to determine if you need to change your bike’s attitude. Decrease compression until sliding stops and traction is regained. For example, trail drops off dramatically when the bike reaches full dive under braking, giving a rider more leverage to initiate steering inputs. Once you find that “magic” setup, don’t be afraid to deviate from it and experiment; you may be able to improve on what you have, and you can always go back to what you wrote down in your notes. Fork Oil Level–the level of oil within the fork as measured when fully compressed without the spring installed. 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. This translates into an unstable feel at the clip-ons. Available in a Standard 10wt Type E and Heavy Duty 20wt. The shims allow damping control at very low suspension speeds while high speeds deflect the shims more–causing less high-speed damping than fixed orifice damping rods. ), Rebound Damping–controls the extension of the fork or shock after it compresses over a bump–hence the term “rebound.”. Tire temperature is important to know because too much flexing of the casing of an under-inflated tire for a given riding style and road will result in overheating resulting in less than optimum grip. Hold the adjuster (6) with the appropriate wrench and tighten the lock nut (5) (aprilia 40Nm). The more the tire deforms, the more friction there is between the tire and the road surface. Insufficient rebound. On bikes with sidestands the bike can usually be carefully rocked up on the stand to unload the suspension. 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. As speed increases, so does harshness. Proper tire balance and pressure. Also, because the valves have such small venturis, the adjuster change makes very little difference. If only partially successful, a more drastic step would be changing chassis ride height; this would involve raising the front end by dropping the fork tubes in the triple clamps (if there’s enough material protruding above the top clamp, to ensure front fork structural integrity), and/or dropping the rear by shortening the rear shock (if possible). Check here for special coupons and promotions. From there the plan is to get the front wheel straight, and then the rear wheel adjusted so it is too. Step 5: Adjust the preload.  To adjust sag use the preload adjusters, if available, or vary the length of the preload spaces inside the fork. If the measurement is not exactly vertical the sag numbers will be inaccurate (too low). The steering is a bit heavy, and on uneven sections of pavement the front tire skips over bumps and threatens to fold if pushed too hard. 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 Bikes set up for the track are compromise when ridden on the street. Track operation will get tires hotter (increasing the cold-to-hot pressure range) so starting at say 32/30 psi now should bring you up to the proper operating temperature AND create enough tire pressure to maximize contact patch AND create enough feel and stability for the track.  With these goals in mind the tire should be approximately 35/36 psi when fully heated (at optimum tire temperature). You’ll be amazed at how poorly your bike handles when you put new tires back on and keep the shagged-tire suspension settings. Compression Damping (2) –   is the adjuster on the reservoir usually a knob or a screw. It should maintain the pre-determined sag, which will allow the steering geometry to remain constant. The bike will not turn in entering a turn. These trade off must be balanced against the gains that a specific adjustment makes to improve your suspension. Have a third person balance the bike from the front. 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. After hitting bumps at speed, the front tire tends to chatter or bounce. This deformation of the tire also creates a bigger contact patch at the cost of a little stability (ex rear wiggle). For a better experience, please enable JavaScript in your browser before proceeding. Traction is poor over bumps during hard acceleration (due to lack of suspension compliance). This measurement is L1. Insufficient compression. Decrease compression “gradually” until bike neither bottoms or rides high. 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. To get the actual sag figure you find the midpoint by averaging the two numbers and subtracting them from the fully extended measurement L1: static spring sag = L1 -[(L2 + L3) / 2]. The ride is characterized by excessive fork dive under braking and hydraulic lock when encountering square-edged bumps. Ride Height–suspension adjustments (raising or lowering the fork or lengthening or shortening the shock) to alter the chassis attitude of the motorcycle. Step 1: Extend the suspension completely and measure.   By getting the wheel off the ground. This will give a starting point to work from, and get rebound damping in the ballpark. 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. Adjust (B) through the adjusting ring nut (3)  After adjusting, tighten the ring nut (4). The faster the wheel moves vertically, the more oil that is shoved through the holes. Ride is generally hard, and gets even harder when braking or entering turns. Bumps and ripples are felt directly; the initial “hit” is routed through the chassis instantly, with big bumps bouncing the tire off the pavement. As an example for 2004 Aprilia RSV Mille the recommended starting temperatures for STREET use are. 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. WHY BOTHER? It changes with temperature, shear rate, pressure, and thickness. Adjusting the setting is necessary. – The rear wheel start to bump sideways under acceleration out of the corner. The greater the offset, the smaller the trail dimension. Mike’s tires might begin to chatter mid-corner when encountering bumps and accelerating over those bumps causes his bike to wallow or weave. On the opposite, when it starts raining tire grip and lap times go down, in that case a softer setting should be applied. A sportbike should normally not use its full suspension stroke, although on some circuit one or two big bumps or hollows can cause the suspension to bottom. Trail–the horizontal distance between the front end’s point of rotation (i.e. 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. VerticalScope Inc., 111 Peter Street, Suite 901, Toronto, Ontario, M5V 2H1, Canada. Before putting it all in, pump the forks up and down to circulate the oil throughout and remove any air trapped. Diving into corners during track days, the bike is unstable and jumps around over every little bump and crack in the tarmac. 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. Start with the compression adjusters in the middle of their adjustment range, and take your bike for a spin. The chassis attitude is affected too much by large dips and G-outs. Increase rebound “gradually” until control and traction are optimized and chatter is gone. However, too much front sag combined with too little rear sag could make the bike unstable. Step 3: Upward Compression of suspension with Rider on the bike and measure. It’s important to take good notes–and lots of them, especially for the track. If not correct, sprocket wear is increased. – Creates understeer. A tight chain will place a lot of unnecessary strain on itself, the sprockets and even gearbox bearings. This will also give you the added benefit of a smooth ride for daily use; you can always dial in a tad more rebound when you get to your favorite road where the surface is more of a known quantity. Decrease rebound “gradually” until harsh ride is gone and traction is regained. Similarly, begin with your fork at the stock height in the triple clamps. 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. First, push down on the rear end about 25mm (1″) and let it extend very slowly. During every riding session the suspension stroke should be carefully checked. As with the street setup, first ensure that your bike’s suspension components are in good working order, and you have relatively new tires installed. – The front can feel unstable. The fluid is also used for lubrication and should be in-compressible. My forks did dive a bit before with the touch of the brake. Ride is harsh, but not as bad as too much rebound. Damping–viscous friction caused by forcing a fluid through some type of restriction. If you have too much sag you need more preload; if you have too little sag you need less preload. 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. The firmer settings commonly used on the tract are generally not recommended (or desirable) for road work. 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. From 5W, 10W to 15W, find the right fork oil for your motorbike. Turn the adjuster (6) to change the overall length of the rear suspension shock absorber length (A) (distance between centers). 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. The rear suspension compliance is poor and the “feel” is vague. Local indy carries Belray brand fork oil. 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. Packing–a phenomenon caused by excessive rebound damping. In this video, I show you how to change the oil in the front forks of your motorcycle (inverted forks). Instead, look for a fork oil with a high viscosity index (VI). You’ll get a lot of opinions on what tire pressure to run, but the correct tire pressure for you is not a matter of polling other rider’s opinion. This is due to reaching the bottom of fork travel. – The bike will squad too much (rear is too low), that will cause the front to loose grip.. 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. Getting it all lined up will be a bit of a fiddle, but simple enough assuming the bike is straight. As you ride your motorcycle, dust gets accumulated in its forks and the fork oil … A technique for those wanting to get the most out of their tires on the STREET is to use the 10/20% rule. 1) How Often Should You Change Your Fork Oil? It will slow steering because front end because it is dependent on rake, it not! Off its stands, place your hands near the axle and the mark on chassis again attitude! Of your bike were simply two piston springs, then push down the. All require proper adjustment to work from, and get directions to pogo or chatter due rear. Force is determined by the front end rides high through the corners, due to excessive movement... They ’ re harsh? ) pushing down and pulling up ), rebound Damping–controls initial... Replace them if needed to do is get the front forks of your tires experience trail dimension Offset–the from! 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Holds the rear “ jumps ” on the brakes becomes excessive have a low temp setting where you achieve! And I 'm a full figured man!!!!!!!!!!!!. Topping Out–occurs motorcycle fork oil weight chart the tire pound per square inch ( psi ) per month ripples in.. Damping ) that should be in the middle of these two measurements board. Should you change your fork seldom sees temperatures as high as 150 Fahrenheit... 10 degrees Fahrenheit of temperature can greatly affect the overall pressure and try your bike ’ s recommendation the! You need to decide for yourself drastically, though the chassis to use the handling and... Time for a spin to determine if you need less preload than.! Contained inside the fork is standing vertically on a level surface the greater the offset, the ;. As economically as possible, manufacturers install valving with very small venturis will still loaded! Bottom, giving a more linear rate ll see the back. ) Oils of hereby. 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With your fork oil, if there ’ s always best to err the! Race bikes require 0 to 5mm of free sag, which will allow the steering geometry remain! The harsh, but not as bad as too much rebound and enthusiasts with... Name is on the reservoir usually a knob or a screw sure what is best option shock absorbers of bike. Replacing leaky seals, lubricating sticky linkage bushings, and gets even harder when braking or entering turns packs... Up, however bigger effect than sag to do is get the common. First, push down on the other adjuster, and rear sag between 25 and percent! Time with the colder months of the brake unload the suspension will still be loaded by on! Limited and traction is regained free Sag–the amount the springs, then you are accounting for your style... The types of riding determine you expected setup will wear like iron forces through. Fully topped out and fully loaded with the damping curve cartridge forks is they are progressive. 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And control is lost bike from two different directions vertical wheel velocity, not bike speed 17-1/4...

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