Progression. The required force to compress the shock damper increases with the travel. The suspension ramps up and the more travel that is used, the harder it is to compress the suspension.
What is suspension leverage ratio?
The leverage ratio is the ratio between the distance the rear wheel moves vs. the distance the shock moves as the suspension cycles. The higher the ratio, the easier it is to compress the shock, so bikes that start with a high leverage ratio and end with a lower one result in a progressive suspension action.
What is progressive MTB?
With Non-Linear (“progressive”) suspension the amount of effort does not increase at a steady pace- instead it increases slowly at the beginning of the stroke, and much more rapidly near the bottom of the stroke.
Why are single pivot MTB the best?
A single pivot design has fewer bearings, not only is it better for maintenance, but this means the suspension will be more free-moving, contributing to more sensitive suspension. There’s enough ‘give’ in the frame to acts as an extra bit of top-end suspension.
What is rising rate suspension?
A rising rate suspension is one that becomes harder to compress as it moves through its travel. Most often a rising rate is accomplished through springs or linkage of some sort.
Who uses DW Link?
DW-link gets its name from the designer and patent holder, mechanical engineer Dave Weagle. Currently the DW-link has been licensed to the following bicycle companies: PIVOT Cycles, Ibis, Independent Fabrication, Turner Suspension Bicycles, and Iron Horse Bicycles.
What is high pivot suspension?
A high pivot suspension design creates an axle path that closely mimics the travel of the fork. So instead of the rear wheel moving forward, it now moves in an arc up and backwards from the rest of the bike.
Are coil shocks linear or progressive?
A coil shock is linear by nature – it has one constant spring rate – the amount of force required to compress the spring will stay the same as the spring compresses through its stroke.
Do coil springs wear out MTB?
Yes coil springs sag over time Springs loose tension over time and start to get shorter once that starts to happen its time to replace it. This would sound like a Material failure because the Springs on a MTB are not that stressed, and should last a long time.
Are progressive springs better?
Not only do progressive springs give a smoother ride over small bumps, but they also make the suspension stiffer more quickly as it compresses. They are ideal for a compromise between a spring stiff enough to do the work duty required and one soft enough to suck up the bumps of a rough road.
What’s better linear or progressive springs?
Progressive rate springs generally have less total deflection compared to a linear rate spring of the same free length. Progressive rate springs designed for GT or high-performance driving will work great with 1 or 2 people in the vehicle.
What’s the deal with mixed-rate suspension?
If you design a car with mixed rate suspension be ready to have one that is nearly impossible to tune with a standard coil. They shift personality as the suspension rolls from one rate and crosses over into the other. That said, mixed rate, particularly rising then falling, suspension is the modern norm for MTB mechanical setups.
Is Falling Rate suspension a problem to tune?
With non-progressive sprints falling rate suspension really can be a problem to tune. Because of the mechanical “disadvantage” of the design standard springs will bottom easily while providing poor small bump compliance. That said, this is how the mechanical layout works.
What is the difference between linear suspension and progressive suspension?
Essentially in modern MTB we have an oversimplification of the terms “Linear” and “Progressive”. By definition Linear suspension is a non-progressive coil. Each inch of travel requires a specific addition of pressure. A 250lb spring requires 250lb PER INCH of compression.
How is the effectiveness of springspring resistance determined?
Spring resistance effectiveness is modified depending on the angle between the link arm and the shock. The cosine factor is calculable. For each degree closer to 90 a higher percentage of the spring rate is effectively applied to the suspension.
