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Just like companies claim effective seat tube angles are the same thing as actual seat tube angles. The tilt is cool. But their logic vs DH bikes does not follow. My DH saddle is tilted because it has very different body positioning even compared to my long travel enduro bike. My enduro bike has a 150mm dropper, and I still have huge issues with it. I seldom hit the rear though, it's usually the nose or the center- and lengtheing the reach to put the rider in a more forward position is going to exacerbate this issue. So it's a...

Ways to change the spring rate: Change the coil diameter- doesn't appear to be happening here Taper the wire diameter- also does not appear to be happening here Change the thread pitch- definitely happening here. The claim that it kicks in at 70% compression strongly indicates the lighter spring binds at that point. So regardless of how retarded it seems, that appears to be how it works. Gonna be loud.

Progressive and dual rate are two distinct things in this application. These are definitely not progressive springs, and I'm not sure you could do a progressive spring in a fork since they usually require space to expand radially. The only way these could be dual rate springs is if, during travel, the lighter, wider spaced coils use all their available spacing and bind up, and then you are left with only the higher rate of the tighter spaced coils. Which is a "technically correct" solution, but kind of a crappy practice from a noise, durability, and smoothness perspective. And while...

Right, meant to say lighter not tighter (edited). If so, then okay, I'd accept that, and it's done in lower end automotive applications. But binding coils is generally a shitty practice for high-end suspension, and seems to be dramatically at odds with what they are claiming are their quality standards. My shenanigans sense is tingling.

Some like Cane Creek do, but in the reserve tube where it doesn't matter much. But others like DVO and (I think) Ohlins use bladders instead. Also, twin vs mono tube should only be referring to the storage of excess oil, monotube uses the IFP and nitrogen charge, twin tube uses a primary and reserve tube. The damping circuit on the piston should not be affected by the oil reserve design, no?

You can watch his follow-up to that video here: https://www.youtube.com/watch?v=na8GgDV6hxI Conclusions- yeah, plus size tires need thicker casings and more aggressive treads to be proper race tires.