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Yes. The pressure "dropping" on reconnect is the air pressurising the hose. Same mass of air has to fill a larger volume which obviously means a drop in pressure. Checking the pressure I mount the pump twice and add the delta between the two values to the first value to get the pressure that was in the shock initially. It's not exact but I think it's good enough.

Oh yeah one other thing - I described the base valve as too "soft", when actually the shims are probably quite stiff, hence the large change in force available, its just they add too much extra free bleed or bypass when you open the LSC dial. Also one small note about reading dyno graphs - the sharp bends in the curves look like valves open at a very distinct point, when actually thats just a PVP (peak velocity plot) graph which runs several speeds and only takes the peaks to make a single straight line. So the RS graph looks...

This was great. Thank you. I think I mostly understand-ish.

We don't have any Marin County fire roads in VT.

Spoken like someone who hasn't spent any time on Marin County fire roads

This is a follow up to a reply from @TEAMROBOT in a comment about the new RS shocks, because it relates to the pressure post above. The top plot is a recent super deluxe (theres a few variations on the tunes, coil and air, high flow or not high flow piston but they have similar trends) set to fully closed, middle and fully open. In the firmer settings you can see how the force builds until the base valve opens and the line flattens off. In the bottom line there is no distinct knee which means we can assume it...

I miss the days of Swiss neutrality...

your currency is not much worth anymore, it lost like 25% in just 4 years against the swiss franc, what do you people expect things to cost when you import everything and the fascist king wants his cut on top?

That assumes you can trust Hambiniweeny

If you hate all their other new stuff and how much it costs, just wait until you see the pricing on that new Demo... it's not going to be nice. Soon, you'll be able to buy a new vehicle and live like you did when you were 20 and your bike was 3x more expensive than your car. Maybe they'll roll out a subscription service for the suspension system Loic is running. Every bike will come equipped with it, but you have to pay for every level of adjustment. I'm also sorry if I put a thought in a product...

I posted this in Jason's Maven B1 article, but since this thread seems to be where all the action is, wanted to post my thoughts here, too: The new B1 brake raise so many questions and so many new opportunities for tweaking with brakes. Now you can fine tune your Maven: -Rotor size (180, 200, 220) -Rotor shape and thickness (HS2 vs. Centerline, 1.8mm vs. 2.0) -Pad compound (Organic vs. Metallic) -Lever pull ratio (A1, B1, Base) -Piston size (4x18mm B1 caliper vs. 2x19.5mm + 2x18mm A1 caliper) Which makes for 72 different combinations using SRAM's Maven-specific components, and that's...

With all this Fiziks we’re truly nerding out!!!

Fair, my point with bringing up the cavitation was as a primer for my line of thinking. In the cases here, I don't suspect we're seeing cavitation, but fluid restriction(s) in the system. It's my thinking that manufacturers may need to adjust hose and fitting diameters if they want 110% problem free operation in all conditions. The changes Sram put forth seem to align with a bit of that. And thanks for the detail analysis. That's the good stuff right there.

Cavitation occurs when a pressure drop causes the local pressure to fall below the vapor pressure of the fluid. In the scenario you described, fluid was being aspirated by retracting a piston, which introduced a pressure drop due to flow restriction. At low actuation speeds, the flow rate was low enough that the vacuum generated could still draw the fluid through the system without issue. However, at higher actuation speeds, the pressure drop became large enough for the local pressure to fall below the fluid’s vapor pressure, releasing dissolved gases into the closed system and introducing bubbles. I’m not sure...

I see what you're saying, but as an example from a past career we had an issue with cavitation at the actuating piston (which would be the MC piston in a brake system) in a new system under rapid engagements, no problem under slow actuation. Sat in a review meeting where an engineer mapped out the inner diameters of the entire system. Only one dimension changed compared to previous generations which had no issue, 1 banjo bolt. It was slightly smaller through the throat and the cross drill. I latched on it and modified one of them, full cross drill...

From what little i've seen Remy and Luke seem to have almost the absolute opposite approach to the sport. I like em both and hope we get to see more from chicken Joe.

So they're shaving the turd instead of polishing it then.

Dang thanks for the thorough reply! That all makes sense to me. I do agree it's not all that difficult to do if you have the motivation to get er done, but it's still not as easy as most other things on an air shock. I have a separate question since you seem to be quite knowledgeable regarding suspension stuff. That issue where the shock pump hose fills with air when it connects to the IFP/air can and gives a lower psi reading. It's the act of re-connecting that gives a lower psi reading right? If I fill it to...

Ok here is the first example of pressures inside the shock and what changes when you tune the base valve VS changing the main piston. The first picture is the compression damping of the 2 different arrangements - Both are quite firm tunes, that are similar-ish in overall damping rate. The blue line has a firm tune on the main piston with a softer base valve and lots of free bleed and the turquoise line has a firmer base valve and moderately stiff main piston. This is a pretty extreme case but it shows the best difference in what happens...