Yes, that is a deficiency. I recently purchased an Africa Twin to address that concern and start filming with that bike in mid July. Videos should roll out early August.
RIP knuckle skin. I hate adjusting shock lock collars, I swear no-one in the factory tries to adjust them once the bike is assembled. I had a twist knob on my Guzzi sport which was fantastic. Cool bikes
interesting, i bought an 06 griso 1100 recently and also found that it didn't want to turn, needed a huge amount of counter steer at the bars to tip it over, i raised the forks through the yokes to 6 rings showing and that helped a lot, but then i started playing with tyre pressures and raising the tyre pressure transformed it. the factory recommended 33/36 for this model, i went up bit by bit all the way to 38/44, and settled on 37/43, it now steers exactly as i want, i'm around 100kg in my boots and jacket.
@@catalystreactionsbw thanks for your kind reply, but i'm no suspension expert, i understand geometry and the effect of rake and trail, hence steeping the head angle by dropping the yokes down the forks, and i understand how tyre profile whether from design or pressure effects steering, but what i didn't (and still don't really) appreciate is how you altering compression and rebound damping effects the steering, is it because under braking the damping will have an effect on dive and thus rake and trail, would you be kind enough to explain for me, i do like to understand stuff.
@@odysseusdrakos2008 Compression is the amount of dive when you brake, so if you leave the valve open (left to minimum), oil moves fast and the fork collapses. If you turn the valve right, dlow is increasingly restricted so the collapse is slower. You can tune compression to what you need. Once the compression stroke ends (just like a trampoline and jumping onto it from 8'), you now have a lot of stored energy that will release. Rebound. valve setting controls the oil flow just like compression so it does not jump upwards and stand the bike up. There are videos on compression, rebound and preload for you to review on the channel to assist you further.
In this case, the lock rings were really tight--When adjusting the preload, the shock body was pivoting at the mounting points. Any chance of damaging the shock eyelets?
There is room for the shock to pivot in the eyelets. That is 100% normal. Check the top mount for movement if you have a separate piece. That should not rotate.
For track events, sag starts at 30-40mm front and static 10-12mm rear with rider at 20-25mm. Based on fork and shock travel seen each session, preload/compression is changed over 4 sessions to optimize.
