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Great to see Enrico posting here. FWIW, he's answered every question I've sent him via email by the next day and always offered me additional support. BYB is a great product that is very fun to play with (normal people edition) but having Enrico back it with his time and replies just makes it even better.

I mostly look at dynamic sag and the travel distribution plot to begin with as they will help guide spring rate/pressure/tokens, but can also give some good insights to the damping too. The actual values I expect have a fairly wide range to begin with, and I'll compare them to the other metrics to decide if they are in the ballpark or not (eg 20% dynamic sag at the shock and 28% on the fork could be quite acceptable, but if they are on the same bike then something is out of whack....) Typical values can be - Dynamic sag...

Seems appropriate to me! 1) not exactly-Because I recommend having tyres dialled in with appropriate casing, width and pressure first and suspension second. They both contribute to the system but in quite different ways so if you changed tyres then needed a suspension change it would mean you didn't have an appropriate tyre before. In reality it might not always work that way - I always say tyres are criminally misunderstood so its hard for people to pick the best tyres from the start and you might need a little bit of back and forward. Personally I think each rider/application...

Yeah thats bascially it, the backside of that top lock piston is dished so those shims are preloaded to create a threshold of where the shims open and blow off. The lowest shim you circled is the rebound check shim though - that prevents oil flowing through the rebound circuit on compression. The top 2 are the lockout tune, and I think they usually have a couple of different options there depending on how much platform the rider or bike is after

Kind of, in reality there is no lockout, when "lockout" is on it simply directs the oil through those shims so it's an extra compression shim stack, compression needle assembly seems to cover different ports on the piston so either oil gets through shimstack or bypasses it. In practice there will be always some flow through this stack but it may be stiff enough to make this flow minimal utill a strong hit. So basically yes, but I would not call it a lockout, it's just super high compression mode.

The DHX/Float X does have a check valve built in to the underside of the piston bolt- there is a shim under there (drawn in blue) that allows flow on rebound but closes on compression. I think its more common on shocks like Fox and Rockshox because they usually have a wide range of rebound adjustment, so if there was a lot of free bleed there would be a noticeable effect on the compression. Something like the Elevensix has evolved to not use a check valve (which is used to) because the rebound circuit is smaller and has very little...