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The Ohlins Guy
เข้าร่วมเมื่อ 6 พ.ค. 2019
Educational videos on Ohlins motorcycle and automotive dampers.
วีดีโอ
Inside the Ohlins TTX 40
มุมมอง 4.4K3 ปีที่แล้ว
Looking at Ohlins TTX40 technology To skip intro click on this 2:00 "The Ohlins Guy" intro music written and performed by my pal Scarlet Rivera. See Scarlet on Netflix: Rolling Thunder Review: A Bob Dylan Story. See Scarlet on Hurricane video th-cam.com/video/pm6xCwNKtnQ/w-d-xo.html theohlinsguy@gmail.com www.brennershocks.com
Vintage Ohlins Shock Service
มุมมอง 30K4 ปีที่แล้ว
Servicing a 26 year old Ohlins DU 3420 from a 1994 Ducati 916 To skip intro click on this 2:00 Hand bleed example see: th-cam.com/video/tb94lo65lBI/w-d-xo.html Vacuum fill example see: th-cam.com/video/KpiKrsuu2F0/w-d-xo.html "The Ohlins Guy" intro music written and performed by my pal Scarlet Rivera. See Scarlet on Netflix: Rolling Thunder Review: A Bob Dylan Story. See Scarlet on Hurricane vi...
Why Ohlins Oil
มุมมอง 4.2K4 ปีที่แล้ว
Why you should always use the correct Ohlins Oil To skip intro click on this 2:00 "The Ohlins Guy" intro music written and performed by my pal Scarlet Rivera. See Scarlet on Netflix: Rolling Thunder Review: A Bob Dylan Story. See Scarlet on Hurricane video th-cam.com/video/pm6xCwNKtnQ/w-d-xo.html
Digressive Damping - Why I don't do it
มุมมอง 13K4 ปีที่แล้ว
Explaining why I don't ever valve for digressive damping To skip intro click on this 2:00 "The Ohlins Guy" intro music written and performed by my pal Scarlet Rivera. See Scarlet on Netflix: Rolling Thunder Review: A Bob Dylan Story. See Scarlet on Hurricane video th-cam.com/video/pm6xCwNKtnQ/w-d-xo.html
Valving #4 Shim Magic
มุมมอง 13K4 ปีที่แล้ว
Explore some of Ohlins shock valving options and interesting nuances of valving www.brennershocks.com Instagram @brennershocks theohlinsguy@gmail.com
Ohlins Suspension - Valving #3 Clamping Shims
มุมมอง 14K4 ปีที่แล้ว
Valving #3 in my series on the importance of clamping shims www.brennershocks.com Instagram @brennershocks theohlinsguy@gmail.com
Ohlins Suspension - Valving Basics #2 - Bleeds
มุมมอง 14K4 ปีที่แล้ว
Ohlins Suspension-Second video in a series on valving. Exploring bleeds. What they do and how to use them. www.brennershocks.com Instagram @brennershocks theohlinsguy@gmail.com
Ohlins Suspension - Valving Basics #1
มุมมอง 66K4 ปีที่แล้ว
Ohlins Suspension-First video in a series on valving. Putting together a test shock. www.brennershocks.com Instagram @brennershocks theohlinsguy@gmail.com
Ohlins Suspension - Pistons and valves
มุมมอง 21K4 ปีที่แล้ว
Ohlins Suspension-Information and history about various Ohlins pistons and valves www.brennershocks.com Instagram #brennershocks theohlinsguy@gmail.com
Ohlins Suspension - TTX 36 ILX Shorten and Vacuum Fill
มุมมอง 10K5 ปีที่แล้ว
Ohlins Suspension-Shorten and Vacuum Fill Ohlins TTX 36 ILX for vintage 1968 Alfa GTV www.brennershocks.com Instagram #brennershocks theohlinsguy@gmail.com
Ohlins Suspension - TTX 36 ILX Revalve
มุมมอง 6K5 ปีที่แล้ว
Revalving an Ohlins TTX 36 ILX for vintage 1968 Alfa GTV www.brennershocks.com Instagram #brennershocks theohlinsguy@gmail.com
Ohlins Suspension -Shock Dyno Basics
มุมมอง 21K5 ปีที่แล้ว
What is it, how does it work, what it can and can't do. www.brennershocks.com Instagram #brennershocks theohlinsguy@gmail.com
Ohlins Suspension-You need to know your motion ratio!!!
มุมมอง 8K5 ปีที่แล้ว
What is a motion ratio and why is it so important to know it www.brennershocks.com Instagram #brennershocks theohlinsguy@gmail.com
Ohlins Suspension-Suspension Springs Everything you wanted to know but were afraid to ask!
มุมมอง 8K5 ปีที่แล้ว
Ohlins Suspension-Suspension Springs Everything you wanted to know but were afraid to ask!
Ohlins Suspension-Ohlins Fork Performance Kit Install in Ducati 996 OEM forks
มุมมอง 8K5 ปีที่แล้ว
Ohlins Suspension-Ohlins Fork Performance Kit Install in Ducati 996 OEM forks
Ohlins Suspension-Damping. What the heck is it?
มุมมอง 4.6K5 ปีที่แล้ว
Ohlins Suspension-Damping. What the heck is it?
Ohlins Suspension-Ohlins Ducati FGRT fork bottom swap
มุมมอง 7K5 ปีที่แล้ว
Ohlins Suspension-Ohlins Ducati FGRT fork bottom swap
My understanding is digressive is good for long suspension travel offroad, and specifically for MTB or MX- where you prefer more stability in low speed use, but can soak up square edge "high speed" stuff better. Yes? I agree for road use, it likely doesn't make much sense.
Not true.
Definately need to do a video on servicing motocross shock and forks.
Hi Jay. Unfortunately I don't work on Ohlins motocross shocks or forks. I almost never get them to service and I would need more tools and knowledge. Thanks for asking....
Thank you for the information. This is the first place ive found great knowledge via video on this subject. ive Ive gotten all the knowledge i know about revalving through the racetech book and buying gold valve kits to play with and try and figure out. It seems like good suspension techs keep all this way too close to the chest, treating it like black magic. So i really appreciate you letting people who want to learn, do so without taking an apprenticeship at a shop.
I think "suspension techs" keep it close to the chest because they really don't know what they are doing. They have to make it mystical and complicated to dazzle you with their brilliance. It is not rocket science. It is hard to figure out what you are doing without a dyno but just keep at it and you will figure it out.
What shocks would you recommend for a 2017 Chevy 1500 High Country 6.2L?
Hi. I have a 2002 Ram 2500 Diesel. You might laugh but my recommendation (and what I use) are the blue Monroe shocks from your local parts dealer. $20 to $30 each. I would stay away from any fancy upgrades as I find they are usually really severe. The Monroes last a long time and are cheap to replace.
Thanks.
For a front wheel for a typical passenger car, With shock directly attached to the hub for a car and the hub rotates around the shock as car steers, wouldn't that always be 1:1 ratio?
HI. No. It would depend on factors like where the shock attaches on top and where on the hub. It is actually hard to get a 1 to 1 ratio without some sort of a rocker or crank system. Some BMW cars get more than a 1 to 1 by mounting the rear shock in back of the axle. I personally don't like a 1 to 1 as it is very easy to overdamp and hard to find soft enough springs. A lot of people have all kinds of reasons to do a 1 to 1 but I don't believe any of them. The only good thing about it is you don't have to do any calculations for wheel rate.
Hello how are you ? I need help with a rear shock absorber on a 2014 KLR650, I am in the middle of Venezuela and no one makes repairs on these parts in this country. Could you help me repair it? Greetings
Hi. What is the shock part#. It should be on the top of the shock. Two letters and four numbers
@@theohlinsguy4649 It does not have any number or letter.
@@theohlinsguy4649 Is there any other way we can talk more easily and maybe I can send you photos or video?
@@drchila It may not be an Ohlins
Hello how are you ? I need help with a rear shock absorber on a 2014 KLR650, I am in the middle of Venezuela and no one makes repairs on these parts in this country. Could you help me repair it? Greetings
Hello how are you ? I need help with a rear shock absorber on a 2014 KLR650, I am in the middle of Venezuela and no one makes repairs on these parts in this country. Could you help me repair it? Greetings
Hello how are you ? I need help with a rear shock absorber on a 2014 KLR650, I am in the middle of Venezuela and no one makes repairs on these parts in this country. Could you help me repair it? Greetings
Hello how are you ? I need help with a rear shock absorber on a 2014 KLR650, I am in the middle of Venezuela and no one makes repairs on these parts in this country. Could you help me repair it? Greetings
Hello how are you ? I need help with a rear shock absorber on a 2014 KLR650, I am in the middle of Venezuela and no one makes repairs on these parts in this country. Could you help me repair it? Greetings
Thank so much for explaining. I like your video's. You are in business and willing to share your knowledge. I appreciate.
Thanks! Glad it was of interest to you.
might not be an internet sensation - but your content is the kind of thing we need! Thanks!
Thanks!! I'm not worthy!! My best pal Don Peake was racing a Lancia at Riverside when we met in 1968
Dear Doug, first and foremost thank you very much for your excellent videos, I'm extremely grateful for all this knowledge you're sharing with us for free, I wish you live forever in excellent health. Your videos helped me to fully understand how my suspension works and gave me hope that I'll be able to retune mine for the fraction of the cost of the aftermarket alternatives. I've one question regarding Ohlins m/c shocks: Can you replace the piggyback reservoir with a shorter one? I've an HO0841 that I wish to fit in a '94 VFR750F(after any rework that might be needed), but it seems like that the swingarm is going to hit the reservoir.
Thanks! A smaller reservoir wouldn't really effect anything. The same amount of oil would be in it but just less nitrogen which wouldn't really effect much. I am assuming it is a 44mm ID reservoir. The shortest one is 80mm long.
if it is the 49mm reservoir there is also an 80mm long one available
Thanks a million for your prompt response. I love your gentlemanly manners combined with your halfway British English. It's a real pleasure to listen to your easy-to-grasp explanations. Unluckily the values you represent are quickly disappearing these days.
@@F4br1qu3 Thanks! You forgot to mention that I am very good looking (haha)
@@theohlinsguy4649 I've felt that something was missing I just couldn't put my finger on it 😂
Great video, Are the FG43 R&T forks any different to swap the seal on?? Going to be doing mine soon
When I look up that number it shows a conventional fork, meaning the big part is down. I have never done any of these. I looked to see if I could find a manual for them but none were available. I wish I could help more. Try Ohlins USA 838 692-4525 and see if they have any info.
@@theohlinsguy4649 Sorry to be precise its the FG 318 kit, Ducati 748-998
@@johnrobertson5489 I can only find a spec card for it It says it is for a 748/916 cc40
@@theohlinsguy4649Appreciated thanks for the quick reply
Hi Doug, your video popped up out of nowhere. I'm in Irvine so very close to you. I just got a set of Ohlin R&T for my 2021 BMW M2 Competition. If and when I need servicing done (or revalving), I'll be giving you a call.
Thanks for making these videos, very informative and good watches. Keep it up
Thanks!!
Thanks for making these videos, very informative and good watches. Keep it up
Thanks. I am out of things I actually know about!
Thanks for making these videos, very informative and good watches. Keep it up
Brilliant instructional video, Always wondered how this was done, Keep up the great work
Thanks John. As you can see it's not rocket science. It is just a matter of doing a few of them but mostly having the correct tools
SO why do we see so many dampers with digressive curves? from the lower end Koni yellow to $4000 Penske quad adjustables.
I think it is the blind leading the blind. Also most of these are way oversprung which mitigates some of the bad damping.
@@theohlinsguy4649 very interesting to me. My Penske 8300s are linear, but my Koni Doubles are definitely digressive. but they I read some F4 or F3 cars a have basically extremely digressive curves
Great video, as usual, thank you! I'm just starting out, so could you please elaborate on why you don't want the adjusters too much closed? (said around at 40:00) Edit: I fount an answer under your 'Inside the Ohlins TTX 40' video: "(...)You have to be careful on any single tube shock with a reservoir compression adjuster. If you start closing down the rebound or compression independent of one another the shock gets out of balance and bad things happen. (...)" So this can be a problem, if they are not-so-well valved and/or pressure balance is not checked?
HI Ben. Pressure balancing is time consuming and difficult exercise that is rarely if ever done. If a single tube shock is done correctly it is as good as any shock. One of the advantages of Ohlins TTX technology is that you don't have to worry about pressure balancing or cavitation. It is actually adjustable in a wide range. I wrote a thing on shock adjustability that applies to single tube shocks that I will try to attach. file:///Users/douglasbrenner/Desktop/SHOCK%20ADJUSTABILITY.pdf
@@theohlinsguy4649 Thanks for the answer. Sadly I cannot access what you shared, but I will contact you on your email, I'm quite intrigued. :)
@@theohlinsguy4649 Thank you for your answer. Sadly, I can't access the document, but I will contact you on your email.
@@Ben-cb7uq sounds good. My email is on my website brennershocks
Thank you a lot, Douglas! I am just starting to understand suspensions and your videos helped a lot. I come from the motorcycle world, but rather from the convenient, than the competitive side. My questions are, however, rather general. How can you say looking at a graph, that this shock with this setting will work for the intended purpose? What are you aiming for, when revalving? What could be the difference between road use and track-oriented use? Or you mainly try to correct anomalies? I would really like to see another video from you, they are of such a good quality.
Hi Ben. Actually some great questions. As for intended purpose, I only have some experience with vehicles that need mechanical grip. When you get into cars with high downforce made from the underside of the vehicle at some point downforce is more important than mechanical grip. At that point the shock is used for keeping the aero in place. I see many "experts" talk about using shocks in mechanical grip cars to keep the "platform" in a certain position. This is not the job of the shock. When this is done you are giving up grip. There are other ways to do this. There is really no difference between motorcycle and auto damping. Also there is no difference between street and track. Grip is grip. Soft is fast. Shocks put out resistance to motion relative to shaft speed so on the track you just get more damping because the shocks/forks are moving faster. Proper compression damping bleeds off extra energy that would have been stored in the spring so you don't need a heavy spring. Enough compression damping is essential and most shocks I see don't have enough. All I want to know is what is the motion ratio so I know what the tire thinks the damping/spring rate is. I only use linear damping. Most vehicles like very similar damping at the wheel. The great question is correcting anomalies. If you are valving for anomalies like hitting a big bump etc. then you are compromising the other 99% of your grip for 1%. Anomalies are just that and I ignore them in my valving.
What software do you use for shim stack design?
Hi. I don't really use any software. I just kind of know what I want to see and mess with it until I get it where I like it. I just have lots of experience but still need to mess with it to get what I want. I have a dyno to see what I have done. I have lots of data stored on my dyno so I kind of know what I have done before to get what I want and I have a starting point. There is no software that tells you what is better or worse that I know of and if you can find one it will be bogus. There is software for Ohlins TTX40s that you can also use with some success on TTX36. Look up Ohlins Valve Referencing Program (VRP). There are a bunch of different shim stacks in the program and last time I looked two valve choices. (linear and digressive) It can get you in the ballpark of where you want to be. I never use two way adjusters (low and high speed) so if you are using single adjustment you can just put the High Speed at about 38 and it usually is close to correct when manipulating the low speed adjustment. Remember that this software just tells you what the damping might look like but not what is better or worse.
Nice work! Are you still doing this? I would like to send you my vintage ohlin shocks
Hi Brook. I do some but not all. I don't do motocross shocks. what shocks do you have? The part# is on the top. should be 2 letters and 4 numbers. Send to my email. brennershocks@gmail.com
What oil is the green crap you are referring to?
I don't know the name of it. i just see it in some forks and shocks I service
Shimmy shimmy ya, shimmy ye, shimmy yeah!
That could be the latest new dance craze.
@@theohlinsguy4649Shocking realisation 😮
Good evening, are you still rebuilding ohlins currently? Our Volvo automotive community needs a dedicated rebuilder in the US for Ohlins road and track shocks/struts. On the search, thank you!
Call 3DM Motorsports in North Carolina@@odiespankers07
What does hold the rebound shaft and needle to stay down to the smal hole? just the oil presure?
Hi The needle can't come up the shaft because there is a counterbore inside the shaft. No oil goes up the shaft because of the o-ring on needle. The needle is held in from coming out the bottom by the shaft jet. The need is held against the rebound shaft by the nitrogen pressure in the canister pressurizing the shock oil
You can take off the end eye or clevis on the top end of the shaft and take out the rebound shaft but the needle and oil will not come out.
@@theohlinsguy4649 Okey thanks alot for the answear! i Need a new shaft to my KYB Shocks so i have to look if its build the same way! this is the only video ive seen someone replaceing it
very controversial opinion. Not many share it, but kudos for having the fortitude to express it! When you used the corner entry to mid-corner example I don't understand how shock velocity goes from high to low when its all compression and rebound from driver input, which is generally quite smooth.
Thanks for the reply. The video explains it the best I can. Who are the "not many" who don't share it? The video title says why I don't do it. Do what you want.
Hi, have you services the4 NPX 25/30 gas forks found in the latest Panigale V4S? Would love to see a video of this.
I have thoroughly enjoyed this video and your knowledge i really appreciate these videos !
Thanks!!
Hi, I have the ttx36 McPherson with a small reservoir on the front and ttx36 ilx in the rear, the small reservoir is usefull ? I had Intrax before and the reservoir was a lot bigger . Is my suspension solid piston design? Is from an BMW M4 Gt4 race car .
Hi. Is that a TTX46 in the front? If so the reservoir serves a much different purpose. The through shaft does not displace any oil so no mechanism for dealing with displaced oil is necessary. All the small reservoir is for is to allow for oil expanded by heat to go. The separator piston in the canister does not move when the shaft moves. In any TTX there is also no need for high pressure in the canister. They are usually set at between 6 and 8 bar because there is no danger of cavitation with that technology. Usually the TTXs have a solid piston. There are pistons available with blow off and high frequency configurations but I rarely see this in the applications I use.
@@theohlinsguy4649 Thank you for the explanaition . It helped a lot . I viewed all videos and I got it after I wathed your tth36 ilx video .
If you do have a TTX46 front the TTX40 video is the one that is similar to your front strut. Sorry it took so long for me to respond@@dacianmuntean
I’ll start to pack the shocks for delivery process!
Looks great to me !May try to contact re Motorcycle shock service , but I am east coast!
Cool! I’ll be in touch!….for more shipping details ?
Hello great information! What part of California you are located I need service done on a rear suspension for a 2006 ducat multiestrada 1000ds
Hello, How to calculate the damping speed?
I’m loving the videos and binge watching everything! Motorcycles are my hobby and passion and suspension has always been something I’ve been fascinated by. Being in it for so long, how did you end up in this field? Are there seminars and apprenticeships that one would be able to get into to learn more?
Hi Jason. As everything I have done in my life I have no idea how it happened. I just was lucky enough to have Bruce Burness has a friend and being around racing in the 60s in Southern California. It was interesting to me as it is to you. I fear that seminars are mostly just people telling you things they actually don't know about. Just remember it is not rocket science and you can learn by doing it and making mistakes along the way.
@@theohlinsguy4649 I have a spare shock for my 750 that I took apart specifically to learn on. Seeing the actual parts in my hand, in conjunction with having the knowledge from books and watching videos has helped to some point. Now I just need certain pieces of equipment, but I don’t know if you’ll see enough hobbyist buying that just for a hobby lol.
@@jasonsarmiento3029 Perfect. Some tools can be made and some things can be done without tools but it takes a lot longer to do it. Ohlins tools are at times a bit expensive but there are other sources for tools that are less expensive. Check around on the internet.
This guy pretty much sums all those Guru's up in one Basket. Awesome..
Very very good information 👏🏾👏🏾
Thanks! I try
Hey. Is it true that linkage in motorcycle swingarm makes ratio change depending on travel?
scroll to 6:05 and then to 8:30.
Douglas, thanks for the video,I'm hoping you can share the link to manually bleed the shock. TIA Peter
Look at my valving basics #1 at about 15 minutes in. Even though it is on an in line canister shock the method is exactly the same.
Thank for the video and you explanations on why you don't see a reasonable application for digressive damping. I think I understnad your point of view with regards to the fact that for a position "insensitive" damper with the only variable being velocity of the shaft there is really no gain to digressive damping as with a linear damping the shaft would just reach a bit higher velocity compared to a digressively damped shock and still achieve the required "total" damping but just at a higher final shaft velocity before turning reducing the velocity and going into rebound. I think I also understand your view that a linear charecter for a position "insensitive" shock give more mechanical grip due to it being "smoother" with regards to damping between changing shaft velocities (that is - whatever the change in shaft velocity, the change in damping force is linear so "as smooth as possible"). Please correct me if I've understood something wrong. Also, can you please tell me what happens with shocks that are position sensitive and also what kinds of shocks are those (the position sensitive ones), especially with regards to off-road motorcycle applications? Thank you very much!
Hallo and thanks for sharing your knowledge in these videos! I wanted to ask if you could explain and maybe make a video of dyno tests on the KARLOFF test shock to demonstrate the influence of rod position in the shock versus force with constant test velocity. For example, a tests series using constant 1, 2, 4, 6, 9 in/mm vecolities using whole stroke length of the shock to see how the force changes with regards to rod position in the shock at a given velocity. I'm not sure that it has 100% applicability to real world scenarios (I'm interested in motorcycle off-road racing like MX, enduro, rally, etc.), but I'd be really interesting to see how a shock works while being brought thourgh its stroke at a slow velocity compared to a fast one (with the same shimstack, bleeed clicker position, etc), esentially to understand the influence on the shim stack/bleed on the rod position in the shock depending on the rod velocity. I hope I made my idea clear and there is something interesting that you could show/teach us. Thanks again!
Unless the shock has some sort of bypass mechanism in the body there should be no difference in damping forces based on shaft location. It is only sensitive to velocity
Thanks for answering this. Is there any way you could post a link in this comment to a picture or a video where such a shock body is shown (seen), so I could understnad how those types of bypasses look and thus, hopefully, be able to determin what type of a shock I'm looking at if I ever see something similar in future? Thanks!
Hello and thanks for investing the time to share your knowledge! I have a question regarding "internal bleeds" with regards to designing/engineering the "dyno graph". As I understand, for a shock without an externaly controlable bleed ("clickers") there is a need for a "constant" (not variable, like the external clickers) bleed. Can you please elaborate on why there needs to be some bleed and you cannot work without any bleeds? And how does the influence of no bleeds or some internal constant bleeds show up on the dyno? Where there is more influence with regards to velocity of the shaft, where there is less influence, etc.? Essentially, what I'm trying to understand is, what type of a "problem" (or rather a curve geometry) on a dyno chart a constant internal bleed can help to resolve? Thanks!
this is the best content i have seen in youtube about bleeds. very clear and informative.
Thanks!
Great video, Mr.
Thanks!!