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that’s an american problem. like all american problems, it’s rooted in politics. change your politics, fix your problems. sincerely, the rest of the world

"C hange your politics, fix your problems." Hadn't thought of that one yet. Thanks for the advice. Signed, Americans

Nothing productive to add here but wanted to chime in and say that I have the same fork and have been dealing with the same issue. Tried all of the same things with no success haha

So my first thought was no, a typical flip chip wouldn't make a big enough difference to be worth it, but on second thought yes you could do it, and here's how it could work: A standard Horst link rear triangle has the brake caliper and the rear axle mounted to the seatstay, which allows the brake caliper on this image to stay relatively level as the suspension compresses (instead of rotating in orientation around the rear axle as the rear suspension compresses) keeping the anti-rise value low, typically somewhere in the 50-80% range. It's not really true that FSR...

Shock set up plays a huge roll there. Higher initial leverage ratio doesn't inherently mean it uses travel easier. It might, but it also might not be that different. But yes, if your suspension is less supportive at a given point in travel it will feel softer on a whole with anti-rise forces added in. That's driven by a combination of leverage curve and shock setup.

reece ripping the nicolai.

Yes I a similar compression and Reb speeds that I like, no matter what the bike. At least in a window”. But you need to adjust pressures, springs and clickers to get there. Once I get to my window I fine tune adjust. Sag is the one that can be most different and doesn’t cross over from frame to frame

Everyone has a different feel ya know, but not sure why bike weight would require different shaft speeds because we are talking at the axle speeds. It’s more about the ratio of compression to rebound. If you are at similar speeds you might be feeling the different frame construction, bars, wheels or tires.

This is almost certainly entirely driven by kinematics and it relationship to damper performance. Higher leverage -> softer damper due to the inverse shaft speed relationship. The other factor is people often look at bottom-out resistance as a function of progression only; in truth bottom-out resistance is the total energy absorbed by the spring (area under the wheel for curve) AND a large function of damper, especially "high speed" compression adjustments on shocks. In your case (a more progressive and heavy bike) it sounds to me like the harshness is probably coming from being under-supported. When a bike sits too...

Did some estimations of yoke length based on difference in BB height between the regular and evo Levos since I don't have the evo yoke in hand. The yoke length is almost certainly off by a mm or two, but that doesn't change leverage curve much.