Description:

Motorcycle earlier bogies were not adjustable. Since it was often a problem. Today, many are adjustable. Since there is often a problem. Because few know how to adjust rear shock and fork properly. One of the few motorcycle tester Werner Koch. And again, who gives knowledge and experience in a workshop.

The chassis, yes, the landing gear, “head of the Werner a his speech,” is quite a complex thing, “is plain at best. Everything is somehow connected to everything, and any change in one place brings new problems in an on-its. That’s probably exactly what the participants have learned in this workshop as much himself. “But,” continues the Werner, “Normally you get a suspension out always as it should be.” While it does not give
optimal setting in general. But the best compromise, the give it to anyone.

That was a good set, a comforting to have something heard in the way they do the men who came with their machines to the test site to Boxberg in the Main-Tauber-Kreis. There they sit under a tent roof and listen to Werner. The turn is made for this seminar. Has some self-designed chassis and on the subject a book written together with Benny Wilbers. Moreover, the Werner what he knows everything, put it in speeches and
anecdotes, to come across the equally informative and amusing.

When he asked if everyone knows how he had ended their suspension right now, comes from the person questioned is no clear response. Apparently they do not know it. But they have to get out. But how? By approaching their device, equipped with form, pen, screwdriver and ruler. In order to find things like sag, compression and rebound.

Of all the Michael still has no idea. Although he drives for 40 years motorcycle, but on the set-up of his
Machines he has never been changed from what it has always gone the way they came from the dealer.
“At the end is around you, and then you get into a critical Versaubeutelt situation and everything because
the bike is adjusted so catastrophic “So did he in Werner’s lecture – entertaining 2.5 hours between springs and dampers, pressure, and train, comfort and stability -.” learned more than in 40 years ago.

” And the reservations to deal with the suspension, give way to cautious curiosity. To him, a few tasks with a screwdriver later, revealed that the fork its just 1500 kilos- Kawasaki ZZR 1400 HOW MUCH meter next tinkers with four clicks rebound. And right with their seven. He did it, says Michael, did not realize admitted, however,added that he and a Mileage of no more than 2000 or 3000 miles a year, there is not a “gourmet is”that it all so could be assessed accurately.

But at least he has ever tried. And now goutieren know that he at least theoretically understood why it
him if his machine does not cause headaches must show that it is slightly different left and right clicks on the go. Practically does not that in fact serious.

Weil, it will declare Werner, this fork though having lots of clicks, but this actually show only a rather small area of ​​impact would. The ZZR 1400 is because there is no isolated case.

Similarly, does the thing at the Triumph Daytona 675, with the People came to the workshop. The spring leg is doing excellent service, without question. However only almost completely closed rebound. Only the first two or three clicks from closed to respectively “+” after “- influence,” the driving behavior decisively. In other “setting” the driving behavior remains the same unsatis- factory ACM – cushioned the heck out too fast.

Volker, who moved his 675 exclusively on the racetrack testified. “This gave me my dealer set, who said that it fits well for my purpose,” Werner says, “So you can see the drive on the race course not. Then he pushes on the tail, the tail to its knees, and when Werner releases you can see that it comes up too fast.

Damn long he has the Top test dealt with the coordination of the triumph of Werner. Whether he even knew the setting, Volker asked him, and as Werner says, yes, yes, get it together yet, is to people whether he could make him the setting for later? “Sure, everyone gets his day right attitude missed” That says Volker: “.. Wow, this I have come here,” All the great, Volker as for the other that it shall work only under the guidance of their attitude. If they Werner’s observations and demonstrations on dead object – forks cut open spring legs – follow good, take the lively knowledge home with them, why this or that setting is best for them. For the Werner explained, together with his colleague Georg Jelicic test not only when to train more, compression or preload needed. Explain them and also show what, in shock and Fork happens when, for example, the rating
is increased: A tapered needle is further rotated in a valve, the annular gap between the needle and the hole becomes narrower. And the smaller the gap, the less like to be the oil that allows the damping just works, squeeze through.

The size of the gap could help Robin. Namely, he complains about little stiffness, not forward but back, because it lacked his Suzuki GSX-R 1000 but bad for stability and feedback. What Werner after a brief check at all surprised. The suspension can in his view, both more train and more pressure level tolerated. “Stability is always on the hydraulics, less than the spring. More cushioning provides more stiffness, and then brings more feeling for what.Makes the wheel “After a few laps on the test track marked out with pylons Robin grins,” The thing now is yes really good. “And in this statement resonates with how it was before. Quite so far are the other yet. Stefan, for example, is buried under his RSV Mille, the pinch Eyes together and studied and studied and studied. Where are the Sachs shock absorber the right cog? Because hops on the bumpy road of Boxberger test site and skip the Aprilia as a Kangaroo. “Normally, we call such a thing as an air pump”, says Georg Motorcycle Test. He has joined Stefan and recommends as a first step more compression. The damper is the pressure on the tail, since we hardly meet no resistance.

He says Stefan counted that 20 were from 41 clicks. Sample side, he turns once completely. And does not feel any difference. Maybe it shows the adjustment of the rebound more effective? Their adjusting Stefan finally spotted by a small gap in the fairing. So more clicks. And, oh wonder, with greatly increased the shock rebound is also more resistant to pressure. “Is” normal, says George, “with such a mass damper is it more times before that the pressure level changes when you adjust the rebound.”

A lot of other things occur: “We were here at the workshop ever one,” said Werner, “the already completed order for Öhlins had then. The Council knew no more of what else needed, however, was nothing other than the front and rear 0.5 bar more air in the tire. This drove the motorcycle, as it should. ”