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PostPosted: Wed Jan 24, 2018 2:09 pm 
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Location: Rio Rancho, New Mexico
We had a discussion on this a long time ago. Seems there are too many stories. It makes no sense to just have the emulator do compression damping. I will look into it farther.

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Twist the throttle, tilt the horizon, and have a great time. What triples are all about...........


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PostPosted: Wed Jan 24, 2018 8:21 pm 
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Joined: Thu Sep 29, 2016 4:32 am
Posts: 615
Location: Indianapolis, IN
The check valve on the rebound direction can be modified on the emulator to actually be a rebound valve if you add a heavy spring to it, and add a low speed bleed hole. Also would have to weld up the rebound hole on the original damping tube. This would work well, and if I am disappointed with the rebound as is I might do that.
Back in the early '90s in our first years with Jaccques Villeneuve we were using Koni 3012 dampers, while a good shock, were a bit outdated by then. Along with our shock guy I started to machine new pistons that had different valve areas and flow entries and we were able to improve those things quite a bit and they became our standard setup shock. The emulator valves are pretty bad compared to '90s shock technology, if I get motivated enough I might machine some similar to the Koni ones with shims in both bump and rebound directions.

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1974 Kawasaki H2B 750, 1981 Yamaha XV750 Cafe, 1986 Kawasaki KDX200, 2003 Honda XR100, 2004 SDG140. 2006 Ninja 500R Turbo intercooled fuel injected.


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PostPosted: Wed Jan 24, 2018 9:44 pm 
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Location: Rio Rancho, New Mexico
I think it was JRD that was doing the machining for the emulators a few years ago. I thought they did both compression and rebound damping, but he said just rebound. And that didn't make sense, as it is compression damping that is needed. And now it is actually just for compression damping. (without mods) And that might not be bad, as long as the rebound isn't too much for the forks and the forks start packing up over ripples. As if that happens a lot on the street.......lol. I never messed with the sealing ring as the rebound worked well for me with 10wt fork oil with an extra 10ccs for a bit more air assist. then again,if you do the mod, you should do a how to vid or article.

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Twist the throttle, tilt the horizon, and have a great time. What triples are all about...........


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PostPosted: Thu Jan 25, 2018 8:32 am 
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Joined: Thu Sep 29, 2016 4:32 am
Posts: 615
Location: Indianapolis, IN
Rebound can be, and usually is, not that critical to control, it's really always the same; the spring returning the suspension to a former state, so can be more linear. Bump is response to, well, bumps that always are different and needs high speed and low speed damping. Bump is more responsible for keeping the tyre in contact with the road; too light and the energy of the wheel mass can keep going off a big bump and leave the ground. As the Racetech page shows, bleed hole damping is not suitable for bump damping, but does work on rebound. Also, too much rebound is never a good thing.
I got the forks back together last night but it's hard to know what it will be like, just pushing them by hand, but it for sure does have bump damping now.

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1974 Kawasaki H2B 750, 1981 Yamaha XV750 Cafe, 1986 Kawasaki KDX200, 2003 Honda XR100, 2004 SDG140. 2006 Ninja 500R Turbo intercooled fuel injected.


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PostPosted: Mon Jan 29, 2018 11:57 pm 
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Joined: Thu Sep 29, 2016 4:32 am
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Location: Indianapolis, IN
Got the forks and wheel back together tonight. New fork tubes, seals, emulator valves, bronze piston rings, polished lowers. The wheel got a new rim and spokes. Although the new DID rims have DID and size stamped in the side of the rim, and you can tell it's not stock, they seem to true up easier than the old original ones, the weld is better and does not have the awful joggle the stock ones had, well some of them anyway.


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1974 Kawasaki H2B 750, 1981 Yamaha XV750 Cafe, 1986 Kawasaki KDX200, 2003 Honda XR100, 2004 SDG140. 2006 Ninja 500R Turbo intercooled fuel injected.


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PostPosted: Tue Jan 30, 2018 12:13 am 
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Location: Rio Rancho, New Mexico
That should be interesting. I can "blue" my disc with one EX caliper. :thumbup: Neat set up though!

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Twist the throttle, tilt the horizon, and have a great time. What triples are all about...........


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PostPosted: Tue Jan 30, 2018 1:13 am 
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Location: Indianapolis, IN
Thanks. Part of the reason I HAD to do something about the forks, it would practically bottom them out when I use a load of front brake. I think it would do a 'stoppie' if I were brave enough to try it.

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1974 Kawasaki H2B 750, 1981 Yamaha XV750 Cafe, 1986 Kawasaki KDX200, 2003 Honda XR100, 2004 SDG140. 2006 Ninja 500R Turbo intercooled fuel injected.


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PostPosted: Tue Jan 30, 2018 3:56 am 

Joined: Thu Jun 09, 2011 11:25 am
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Steve and I tried a basic variation of that caliper setup, using the stock/H2R calipers and the same stock/H2R disk. Worked well enough in the day, had one very serious problem. When the disk got hot, really hot, it got downright dangerous, even with a drilled disk.

Today we have a lot better disks and calipers to work with, might end up being well worth seriously re-investigating.


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PostPosted: Tue Jan 30, 2018 4:01 am 
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Joined: Thu Jun 09, 2011 3:06 am
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Location: PARIS FRANCE
I do easily a stoppie with my Brembo twin discs front on my H2s with caliper with two pistons and no issues with my fork which is modified with spacers and project H2 springs


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PostPosted: Tue Jan 30, 2018 10:54 am 
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Location: Indianapolis, IN
High disc temps are fine, actually are preferred for many pad combinations. We run Indy car iron discs to around 1000F with carbon pads. I have had ALMS sports cars, an Acura Courage, actually ignite the surrounding carbon fiber ducting. So the only issue with high disc temps is controlling the expansion, and the H2 disc has no float, but is really thick at 7mm. So this will become a problem if the disc starts warping or cracking. For street use I don't see an issue at all.

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1974 Kawasaki H2B 750, 1981 Yamaha XV750 Cafe, 1986 Kawasaki KDX200, 2003 Honda XR100, 2004 SDG140. 2006 Ninja 500R Turbo intercooled fuel injected.


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