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Yep. in the early Ohlins shocks that is how high speed was done. I think I showed one of the angled shims in one of my videos. When you have a very high speed event it is an anomaly and really doesn't matter in your overall damping

@ interesting to hear that Ohlins used to limit the shim tip deflection with the backing plate. I definitely agree that at really high shaft speeds, they're more of anomaly for the vast majority of vehicles/situations.

Not true

@ you can say "not true" all that you like, but everything I said is absolutely true (including my statement about what your comments seem to suggest about your knowledge of why OEMs use multi-rate springs). Just so you know, I'm a professional automotive engineer with decades of experience (including with two major automotive OEMs and a tier 1 suspension supplier), and a very large chunk of my experience is in chassis and suspension (including my current work). Multi-rate or rising-rate springs are absolutely required for some applications, whether you want to believe it or not.

Valving has nothing to do with weight. Springs do that. Valving only has to be changed if the motion ratio is different. Good luck!!

@theohlinsguy4649 I see. Is it a possibility to buy different shims ? Or I have to send it to someone. Who will made it?

@@adamhideghety5612 I would find the closest Ohlins dealer or contact Ohlins in Sweden

Hi! I have run out of things I know about. I don't want to be one of those people with white boards talking about things they know nothing about

@theohlinsguy4649 Ok, well as a subscriber I don't feel like I know everything you do yet lol

I think the best solution for your problem is to use linear damping with a high spring rate.

I must have mistakenly put high spring rate in this response. You want the softest spring you can use with more preload. I am against stiff springs

Thanks! i know a lot of people make it out to be some dark voodoo science but It isn't. It's just experience and tools. I hope my videos help to show this.

Thanks!

lucky for me that I don't see those kind of pressures! I would have been gone long ago.

That is the opposite of what is true. I can see no use for digressive damping at all. There is no difference in setup for street or track. Soft springs and linear damping with maximum compression and minimum rebound and the least damping that you can do is good for every situation in a vehicle that relies on mechanical grip.

I am not an expert, just a tech. I am a car racer. I don't know much about motocross almost never do any newer motocross shocks. My mentor, the late Bruce Burness, was on the forefront of this technology in the 70's at the beginning of Ohlins. He was DeCoster's guy for the last two championships and did shocks for motocross champions through the 70's. I am not sure that the shock and forks do the same job with the newer bikes in that so things might be different now with longer travels and a lot of air time. Another problem is that the real guys in the big teams, as in all racing, aren't really giving out the information on what they are doing so a lot of the stuff on the internet comes from "experts" who don't know what they don't know. I wish I could be more help to you but I don't want to be one of those guys with white boards telling people stuff I really don't know about. I am kind of out of stuff I know about.

@@theohlinsguy4649 Thank you for your quick reply! You mentioned that you don't consider yourself an expert. I don't agree with that - and I would like to thank you very much for your videos on UA-cam - which provide a lot of important understanding of vehicle suspension. My question in relation to the further development of shock absorbers on motocross motorcycles (but not only there) and a comparison between the mid-80s and today has to do with the fact that even back then the basic development of the lever systems, the length of the spring travel and the chassis geometry itself were very similar (about 95% of the 2024 status) compared to today - but the shock absorbers / front forks certainly weren't. This certainly also applies to the elements for road racing motorcycles in the Superbike and MotoGP competitions. During the 80’s I was involved in the development of chassis- and suspension-systems for teams in the Motocross World Championship (Kawasaki / Yamaha) - so I'm naturally interested in how the problems from back then were solved. This means fundamental changes, not individual adjustments. BR

@@move-it-777 Dampers are there to stop oscillation. The smoother the tire patch is to the ground the more grip. When you start using them for other things it is a slippery slope. My beliefs are: Linear damping with the most compression and the least rebound (usually both are the same value) and the least amount of total damping possible. Rebound is the enemy of grip. In cars, if aero is more important than grip, you might want to use the damper to keep the aero in optimal position rather than worrying about grip. With motocross I don't know what factors are more important. If it is mechanical grip I think these rules still apply. If you have un-linear linkages this probably would be hard to do. Just my opinion

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Not true.

Hi Jay. Unfortunately I don't work on Ohlins motocross shocks or forks. I almost never get them to service and I would need more tools and knowledge. Thanks for asking....

I think "suspension techs" keep it close to the chest because they really don't know what they are doing. They have to make it mystical and complicated to dazzle you with their brilliance. It is not rocket science. It is hard to figure out what you are doing without a dyno but just keep at it and you will figure it out.

Hi. I have a 2002 Ram 2500 Diesel. You might laugh but my recommendation (and what I use) are the blue Monroe shocks from your local parts dealer. $20 to $30 each. I would stay away from any fancy upgrades as I find they are usually really severe. The Monroes last a long time and are cheap to replace.

Thanks.

HI. No. It would depend on factors like where the shock attaches on top and where on the hub. It is actually hard to get a 1 to 1 ratio without some sort of a rocker or crank system. Some BMW cars get more than a 1 to 1 by mounting the rear shock in back of the axle. I personally don't like a 1 to 1 as it is very easy to overdamp and hard to find soft enough springs. A lot of people have all kinds of reasons to do a 1 to 1 but I don't believe any of them. The only good thing about it is you don't have to do any calculations for wheel rate.

Hi. What is the shock part#. It should be on the top of the shock. Two letters and four numbers

@@theohlinsguy4649 It does not have any number or letter.

@@theohlinsguy4649 Is there any other way we can talk more easily and maybe I can send you photos or video?

@@drchila It may not be an Ohlins

Thanks! Glad it was of interest to you.

Thanks!! I'm not worthy!! My best pal Don Peake was racing a Lancia at Riverside when we met in 1968

Thanks! A smaller reservoir wouldn't really effect anything. The same amount of oil would be in it but just less nitrogen which wouldn't really effect much. I am assuming it is a 44mm ID reservoir. The shortest one is 80mm long.

if it is the 49mm reservoir there is also an 80mm long one available

Thanks a million for your prompt response. I love your gentlemanly manners combined with your halfway British English. It's a real pleasure to listen to your easy-to-grasp explanations. Unluckily the values you represent are quickly disappearing these days.

@@F4br1qu3 Thanks! You forgot to mention that I am very good looking (haha)

@@theohlinsguy4649 I've felt that something was missing I just couldn't put my finger on it 😂

When I look up that number it shows a conventional fork, meaning the big part is down. I have never done any of these. I looked to see if I could find a manual for them but none were available. I wish I could help more. Try Ohlins USA 838 692-4525 and see if they have any info.

@@theohlinsguy4649 Sorry to be precise its the FG 318 kit, Ducati 748-998

@@johnrobertson5489 I can only find a spec card for it It says it is for a 748/916 cc40

@@theohlinsguy4649Appreciated thanks for the quick reply

Thanks!!

Thanks. I am out of things I actually know about!

Thanks John. As you can see it's not rocket science. It is just a matter of doing a few of them but mostly having the correct tools

I think it is the blind leading the blind. Also most of these are way oversprung which mitigates some of the bad damping.

@@theohlinsguy4649 very interesting to me. My Penske 8300s are linear, but my Koni Doubles are definitely digressive. but they I read some F4 or F3 cars a have basically extremely digressive curves

HI Ben. Pressure balancing is time consuming and difficult exercise that is rarely if ever done. If a single tube shock is done correctly it is as good as any shock. One of the advantages of Ohlins TTX technology is that you don't have to worry about pressure balancing or cavitation. It is actually adjustable in a wide range. I wrote a thing on shock adjustability that applies to single tube shocks that I will try to attach. file:///Users/douglasbrenner/Desktop/SHOCK%20ADJUSTABILITY.pdf

@@theohlinsguy4649 Thanks for the answer. Sadly I cannot access what you shared, but I will contact you on your email, I'm quite intrigued. :)

@@theohlinsguy4649 Thank you for your answer. Sadly, I can't access the document, but I will contact you on your email.

@@Ben-cb7uq sounds good. My email is on my website brennershocks

Hi Ben. Actually some great questions. As for intended purpose, I only have some experience with vehicles that need mechanical grip. When you get into cars with high downforce made from the underside of the vehicle at some point downforce is more important than mechanical grip. At that point the shock is used for keeping the aero in place. I see many "experts" talk about using shocks in mechanical grip cars to keep the "platform" in a certain position. This is not the job of the shock. When this is done you are giving up grip. There are other ways to do this. There is really no difference between motorcycle and auto damping. Also there is no difference between street and track. Grip is grip. Soft is fast. Shocks put out resistance to motion relative to shaft speed so on the track you just get more damping because the shocks/forks are moving faster. Proper compression damping bleeds off extra energy that would have been stored in the spring so you don't need a heavy spring. Enough compression damping is essential and most shocks I see don't have enough. All I want to know is what is the motion ratio so I know what the tire thinks the damping/spring rate is. I only use linear damping. Most vehicles like very similar damping at the wheel. The great question is correcting anomalies. If you are valving for anomalies like hitting a big bump etc. then you are compromising the other 99% of your grip for 1%. Anomalies are just that and I ignore them in my valving.

Hi. I don't really use any software. I just kind of know what I want to see and mess with it until I get it where I like it. I just have lots of experience but still need to mess with it to get what I want. I have a dyno to see what I have done. I have lots of data stored on my dyno so I kind of know what I have done before to get what I want and I have a starting point. There is no software that tells you what is better or worse that I know of and if you can find one it will be bogus. There is software for Ohlins TTX40s that you can also use with some success on TTX36. Look up Ohlins Valve Referencing Program (VRP). There are a bunch of different shim stacks in the program and last time I looked two valve choices. (linear and digressive) It can get you in the ballpark of where you want to be. I never use two way adjusters (low and high speed) so if you are using single adjustment you can just put the High Speed at about 38 and it usually is close to correct when manipulating the low speed adjustment. Remember that this software just tells you what the damping might look like but not what is better or worse.

Hi Brook. I do some but not all. I don't do motocross shocks. what shocks do you have? The part# is on the top. should be 2 letters and 4 numbers. Send to my email. brennershocks@gmail.com

I don't know the name of it. i just see it in some forks and shocks I service

That could be the latest new dance craze.

​@@theohlinsguy4649Shocking realisation 😮

Hi. Yes but I don't sell or service Ohlins R&T shocks as I am concentrating on motorsports Ohlins products

@theohlinsguy4649 do you happen to know anyone that does service them in the U.S.? Apparently Ohlins US is not providing it.

Call 3DM Motorsports in North Carolina@@odiespankers07

Hi The needle can't come up the shaft because there is a counterbore inside the shaft. No oil goes up the shaft because of the o-ring on needle. The needle is held in from coming out the bottom by the shaft jet. The need is held against the rebound shaft by the nitrogen pressure in the canister pressurizing the shock oil

You can take off the end eye or clevis on the top end of the shaft and take out the rebound shaft but the needle and oil will not come out.

@@theohlinsguy4649 Okey thanks alot for the answear! i Need a new shaft to my KYB Shocks so i have to look if its build the same way! this is the only video ive seen someone replaceing it

Thanks for the reply. The video explains it the best I can. Who are the "not many" who don't share it? The video title says why I don't do it. Do what you want.

HI Glenn. Thanks for asking but I am not really doing videos at the moment. I took a look at the FL 969 parts list but couldn't find a service manual. The other problem would be that I would have to have one to do a video and since it is so new I probably won't be getting any soon unless someone bends one up. Pretty interesting piece though. I see where you nitrogen fill it but I can't tell if it is an emulsion fork or if there is a separator piston somewhere.

Thanks!!

Hi. Is that a TTX46 in the front? If so the reservoir serves a much different purpose. The through shaft does not displace any oil so no mechanism for dealing with displaced oil is necessary. All the small reservoir is for is to allow for oil expanded by heat to go. The separator piston in the canister does not move when the shaft moves. In any TTX there is also no need for high pressure in the canister. They are usually set at between 6 and 8 bar because there is no danger of cavitation with that technology. Usually the TTXs have a solid piston. There are pistons available with blow off and high frequency configurations but I rarely see this in the applications I use.

@@theohlinsguy4649 Thank you for the explanaition . It helped a lot . I viewed all videos and I got it after I wathed your tth36 ilx video .

If you do have a TTX46 front the TTX40 video is the one that is similar to your front strut. Sorry it took so long for me to respond@@dacianmuntean

Hi. No problem. Contact me on my email brennershocks@gmail.com

Thanks Ramone. I am in Ventura county. I just service Ohlins shocks and forks and don't take them off of the bikes or cars. Most of my work gets shipped to me but if you are close you can bring them here

Thanks I’ll ship it then! Con you give me shipping details please!