Got the file. Kinda cool that they list a max allowable deflection for each available rate and dimensional combination. Good idea as it heavily influences fatigue and thus spring life. I've never seen that published for a consumer product before (common enough in industrial apps) I'll have to compare the pub'd deflections to actual on a bench and see how closely they approach coil bind (or for how many turns) and also how that compares to max travel at the shock. Would be nice to know the margin. Quote: Originally posted by roger albert Thanks.
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![]() Ohlins Spring Chart
Got the file. Kinda cool that they list a max allowable deflection for each available rate and dimensional combination. Good idea as it heavily influences fatigue and thus spring life.
I've never seen that published for a consumer product before (common enough in industrial apps) I'll have to compare the pub'd deflections to actual on a bench and see how closely they approach coil bind (or for how many turns) and also how that compares to max travel at the shock. Would be nice to know the margin. I saw that too. If I'm interpreting it correctly, it looks like the std spring for the rear (1093-59/150) has a max compression of 69mm. Based on the spec sheet that came with my Ohlins shock; 48mm for the shock travel 16mm for the initial preload 8mm for the hydraulic preload adjuster at max position That means that the spring is bottomed out 3mm before the end of shock travel. In theory anyway.
Ted in Evanston I have a partial answer to that, I was on the phone talking to the guys at Works Performance ordering a shock, can't recal if it was for a years ago ST1100 or the ones on my vintage MX bike? Whichever while I was on the phone I overheard a conversation where he computed the leverage of the rear suspention against the shock, then said to his co-worker 'so we want about lbs of wheel loading?' The other guy agreed and from that they factored that 'wheel loading' tru the leverage ratio to select the spring.
Yes, nothing magic here. Let's look at something simple such as my old Hawk. Let's say the bike is 430lb wet, and that the rider with gear is 200lb for a GrVW of 630ish. About half on the rear wheel for 315ish. Swingarm ratio is about 3:1. (longer than typical for that era) Call it 950lb.
A stock hawk spring is a bit under 1000lb. Fair enough, a bit of extra is thrown in for a passenger. Hmmm, I need to run through that on the beemer and see if it holds. Well, call it 500 wet and still 200 for the rider. 700/2=350 Rear ratio is 2.6.
Div-by-55 to go from lb/in to Kg/mm and you get 910/55=16.5. Our stock springs are 15-15.5, so not far off. Tose naina lage piya saanware mp3 song download. I'm sure there are some engineering fudge factors that are thrown in that can tweak those numbers a bit up or down, but the basic calculation is just weight x lever arm. Hth roger That's my understanding anyway.
. Ohlins shock spring numbers.
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I wanted the same info a while back and found this on a Duc site. I couldn't find a table of spring rate/rider weight for teh Tuono. All I know is the 95 spring is good for around 180lbs. '1091-34/100 is an example of a code you will find on an Ohlins shock spring.
Using the below charts you can “decode” what you are looking. The 1091 refers to the diameter and the length of the spring. Almost all Ohlins springs have a diameter of 57mm so that’s easy, the 1091 in this case means it has a 160mm length (when not on the shock) The -34 is the spring rate. For some unknown reason Ohlins uses it’s own numbers to label rate, but below on the rate conversion chart you can cross reference this number. In this case a -34 is a 10nm or 10.19kg or 571lb spring The /100 is the springs rate in Newton meters, but without the decimal.
In this case the /100 means it’s a 10.0nm spring.'
1200gs with olins from Dan Kyle Racing. Am about to send in the rear shock for a second time. The first time we determined I needed a softer spring. I did not see much if any difference. The spring I have is a 00698-64/160 L476.
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Searching around I see one rider has a 59/150/257 and another has a 39/110 L213. The problem is almost no sag when riding alone (15mm). The rear wheel tries to come off the ground. Fully loaded is about wright with no pre-load adjustment put in. With suit on I weigh about 210. I need a heads up before I call Dan this time.
I feel your pain!! You are right, the spring supplied for the standard GS is way to stiff. I'm 170lbs and the 130 sping allows for almost no sag statically. I took my shock to Dan so I could reduce the pre load(you have to dismantle it to do so). Even with the preload backed all the way off its still to stiff. Get the next lowest spring rate! Dan is wrong about this issue.I've reduced the rebound damping to acceptable levels and it helped.
Oddly my 1200GSA with Olins is perfect but I have a more sophisticated shock on it. Here is what I know. Assuming the Ohlins spring rates have stayed the same since 2005. These numbers are for the standard GS and not the adventure.
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I feel your pain!! You are right, the spring supplied for the standard GS is way to stiff. I'm 170lbs and the 130 sping allows for almost no sag statically. I took my shock to Dan so I could reduce the pre load(you have to dismantle it to do so). Even with the preload backed all the way off its still to stiff.
Get the next lowest spring rate! Dan is wrong about this issue.I've reduced the rebound damping to acceptable levels and it helped. Oddly my 1200GSA with Olins is perfect but I have a more sophisticated shock on it. 1200gs with olins from Dan Kyle Racing. Am about to send in the rear shock for a second time.
The first time we determined I needed a softer spring. I did not see much if any difference.
The spring I have is a 00698-64/160 L476. Searching around I see one rider has a 59/150/257 and another has a 39/110 L213. The problem is almost no sag when riding alone (15mm). The rear wheel tries to come off the ground. Fully loaded is about wright with no pre-load adjustment put in. With suit on I weigh about 210.
I need a heads up before I call Dan this time. Some additional thoughts, The number we change is the Force due to that rate and preload and sag added, resulting in some big force number. As in the following: F=kdx Where F = the resulting force due to preload and sag together.
'dx' is the change in the distance from the free length the spring to compressed. 'k' is the spring rate from above, that 571 lbf/in of deflection. Also in a steel compression spring you are going to be hard pressed to change this spring rate. That is unless the spring somehow loses its temper, or is compressed beyond its elastic limit.
About the only way I guess to do this would be to compress the springs to coil-bind, (coils compressed such that they touch), and then leave them there for a very long time. Or both that and add some heat, (that old lowering the car trick form the fifties). Still this will simply shorten the overall length of the spring the rate is constant, (Unless you use heat, then all bets are off which is why that method of dropping a car was a bit hit or miss).
Or for all practical purposes a constant. There is a bit of non-linerarity but the affects of that are small, thrid order or so, has to do with damping in the spring itself. If I remember correctly It has been a while since I messed with this stuff. What feel like spring rate change in a coil-over shock system is not the spring rate changing but more likely the compression damping changing. This rate can and does change along with the rebound damping rate over use and time as these are a function of the states of the oil, seals, and charging gas. It should be fairly simple calculation to find the close-enough spring rate as a function of sag.
Fun too.:huh I think it will require some paper, a pencil, camera measuring tape, then a computer and some alcohol. You know to keep everything clean. So, is everyone ready for their homework? Remember to show your work, and remember units are important! I have never measured the sag on my bike. In 2009 I weighed 195 lbs.
Today I weigh 220 without a helmet. The guys at Ted Porter's BeemerShop are recommending a '170' rear spring for my '07 R1200GS. It has BMW adventure cases on it at all times. Empty when I commute they weigh 15 lbs each and 25 lbs each when I'm camping. When camping I also carry a 16 lb duffle. I know nothing about suspension tuning.
I've ridden the bike 50K miles with a '150' spring. In your collective opinion, will the 170 be too stiff?
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