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It uses your existing valve, as long as the rim seal is removable. So most insert-compatible valves should work
I'd love this. As much as I love my bikes being reliable and maintenance-free, I check tire pressures every ride. If I could connect to it with a phone just to check before a ride, I'd be happy. All the puncture features are neat too.
As long as it can stretch around a schrader though, ain't going back to that roadie nonsense.
I swapped out the linear can for the linear XL for the sole purpose of gaining the extra negative chamber volume, in other words making it a megneg. Setup the linear XL can so that it had about the same bottom out resistance and sag but gained some suppleness off the top as well as some support through the midstroke. Would have simply bought the progressive can but the linear XL was the next best thing once it got discontinued. Considering the price of a seal kit, its decent value and in some cases can make a fairly noticeable difference.
yea, that level of accuracy at that price is certainly something. i've learned enough about metrology over the years that cost goes up with increased accuracy, not down.
edit: the tirewiz at 2% accuracy would be 0.5 psi at 25 PSI. i'm not sure increased resolution at those pressures would produce any tangible benefits or discernable differences except for maybe fat tires, where pressures are often <10psi
Fat tires has been my use case for these bike TPMS. I currently use SKS Airspy with +-1% accuracy for enduro fat biking where 0.5 PSI difference matters and you have to adjust pressure each lap. I start off with roughly 8-9 PSI for the forest road climb and then release a bunch of air while looking at my Garmin until the pressure is dialed for the descent (1.5 - 5 PSI). It just takes away one step of connecting a pressure gauge on and off in the cold. Another cool thing is seeing how much your pressure drops when take the bike from indoor temps to -10C.
The whole puncture detection thing is a bit gimmicky because if you are riding the bike you can easily tell by the feel. If there is rapid air loss, you will hear that too.
Just pledged for Outsider to see how it compares. The stealth look is pretty nice compared to the Airspy valve wart. Also 1/4th the price
That's a cool project, but I much prefer the round tube aesthetic from the original bike. The Gamux bikes look they're made from leftover pieces of shelving or track flooring.
Dougal, I know you are not a believer in sag as a primary set up tool, but I disagree with you.
They did it right by normalizing around the same base sag number, imo.
Good to see you around D.
if @TheSuspensionLabNZ is Dougal, I'm going to eat my helmet. There is no way the same thoughtful, approachable, nice, knowledgable person that posts here is the same knowledgable troll that posts elsewhere.
Isn't Suspension Lab NZ Jonno that stopped posting in the MTBR Suspension Forum after banging his head against the desk 10 thousand times arguing with Dougal?
When in Rome...
https://thesuspensionlab.nz/ != https://www.shockcraft.co.nz/
typical Kiwi's 🤣
This is the perfect summary. Going to jono for advice is always an enjoyable and informative conversation, getting talked at by old mate makes you regret your decisions
I totally understand the need, just making fun of trends in the industry haha. It's interesting to me that there hasn't been experimentation from the more performance side of the industry to increase air volume by lengthening the shock body, at least that I am aware of. If my math is correct, that would make the spring rate more linear than increasing it through a higher diameter. Lower friction, less progressive, lower pressures. I know that there are restrictions in length since it has to fit into frame, no getting around that, and most riders wouldn't want a shock that's massively long, but bikes like the Digit Datum, Trek Super Caliber, Spesh Epic WC etc... could use most of the top tube as an air chamber to make it very linear, if that's what they're looking for anyways.
we claim Russell Crowe, Sam Neill and split enz as our own but there are some we won't take lol. I genuinely love the NZ ethos on solving problems with fk all resources. The engineering talent is insane, the motorsport development is world class, with a population the size of a suburb in America.
By the way, we are claiming Liam Lawson.
Amazing what you can do with a bit of number 8 wire.
You're welcome to Russel Crowe to be honest.
He's an arse, and the worst DJ I ever saw on the decks in Auckland back in the day.
I check my air pressure before every ride and I probably don’t often do long enough rides for this to make sense. This isn’t an improvement over my electric inflator for routine air filling and top up. But, it looks to be an affordable solution for people who want to know how their air pressure fluctuates throughout a ride…
oh wow, theres probably only 2 people who I would genuinely be offended by getting confused with so I must have phrased that post very poorly sorry....I thought the fact I still acknowledged a good reason why the plot would use sag would be the biggest giveaway?
@ebruner your hat is safe!
Seen a picture of a blue Norco with the HP-VPS layout rocking a zeb and coil rear shock, didn't think much of it at the time but it doesn't lineup with any of the current builds. Conclusion leads me to think it is a longer travel Sight?
Theoretically, could somebody get that measurement from distance-based sensors? Maybe something like a magnetometer that tracks records anytime a magnet on the inside of the tire gets within X mm of a sensor on the rim?
Obviously it’d take a lot of magnets & sensors (or a really long ride) to get a large enough sample of hits across the whole circumference of a rim.
this might already be out here somewhere, but the 2025 Sight LT 170/160 is out
Yeah, the Sight 170 will be replacing the Range in Norco's line up. Not sure if they are doing a dedicated new frame for it, or if they're just over forking and long stroking the shock on the existing Sight frame. Probably the same frame as the Sight 150.
From my understanding, this is exactly what they are doing. Good friend of mine has already long-shocked his HP Sight and is loving it. He is still running a Lyric at 160mm.
Making the diameter bigger does nothing for the compression, it's the starting vs. ending volume that is the factor. So compression ratio.
All else being the same (lengths wise), increasing the diameter will only increase the compression ratio and thus the progressivity.
Adding length is one way to do it, adding volume at the end (a bulgy aircan or shock eyelet) is another that also fits within the constraints of current ETE and stroke lengths.
Speaking of, has anybody done any calculations (or even though about it, it just occurred to me) how understroked shocks compare at a given travel? So going from a 65 mm to a 57,5 mm stroke shock on a 160 mm frame - frame leverage ratio increases, requiring higher pressures, but removing the stroke spacer volume (RS at least compensates the volume to keep the characteristic of the shock the same with a very large stroke spacer) would decrease the compression ratio and give some more linearity? Would that be useful at all?
Lol yeah, is this a joke? 😂
To make the air shock as linear as possible is imo a good thing, as it's easy to make it progressive with simple tuning via volume reducers, but very hard or impossible the other way around. One thing that doesn't attract anywhere near as much attention as pos/neg volumes is eq port location, it makes a big difference and is often difference between meh air spring and a good one.
The following example is comparing three different theoretical bikes that have the same travel and progression, but different shock strokes. I made up a function to depict the air spring. It's not perfect, but it's not far off either. More ramp that most air shocks. This is only a portion of the picture. I wouldn't say there's any benefit to designing a bike around a short shock beyond fixing clearance issues if there are any, though. The reality is there are loads of air shocks that are plenty linear out there.
Leverage curves (made them linear functions for the sake of ease):
Air spring used in this example when at 180 psi:
Wheel force with sag set to be equal: