Ohlins TTX GP Bedienungsanleitung

TTX GP

Owner’s Manual

Shock Absorber for MC Road & Track

Öhlins Racing AB - The Story

It was the 1970’s, a young man named Kenth

Öhlin spent most of his spare time pursuing his

favourite sport: motocross.

Being a careful observer, Kenth’s attention

was continuously drawn to one specic detail -

motocross bikes had more engine power than

their suspension could handle. It was not long

before Kenth realised that better performance

could be achieved by improved wheel

suspension.

Öhlins Racing was established in 1976, and

just two years later the company won its rst

World Championship title. Despite being in the

business for more than 40 years, the search for

perfection and new functions is still the main

focus of the company.

Congratulations! You are now the owner of an

Öhlins product. More than two hundred World

Championships and other major world titles

are denitive proof that Öhlins products offer

outstanding performance and reliability.

Every product has gone through rigorous

testing and engineers have spent thousands

of hours, doing their very best to use every

possible experience from our 40 years within the

racing sport.

The product that you now have in your

possession is pure racing breed that is built to

withstand.

By installing this product on your vehicle

you have made a clear statement… you are a

serious rider or driver with a focus on getting

the maximal handling ability and outstanding

feedback from your vehicle. Along comes the

fact that your Öhlins product will be a long

lasting friend, delivering the very best of comfort

and performance every time you go for a ride.

Go explore!

Öhlins Headquarters Upplands Väsby, Sweden

General Warnings

Note!1

The shock absorber/front fork/steering damper is an

important part of the vehicle and will affect the stability.

Note!1

Read and ensure you understand the information in this

manual and other technical documents provided by Öhlins,

before using the product.

Note!1

Öhlins Racing AB can not be held responsible for

any damage to the shock absorber/front fork/steering

damper, vehicle, other property or injury to persons, if the

instructions for mounting, usage and maintenance are note

followed exactly.

Warning!⚠

After installing the Öhlins product, take a test ride at low

speed to ensure your vehicle has maintained stability.

Warning!⚠

If the suspension makes an abnormal noise, or the

function is irregular, or if you notice any leakage from

the product, stop the vehicle immediately and return the

product to an Öhlins dealer.

Warning!⚠

The product warranty shall only apply if the product

has been operated and maintained in accordance

with recommendations in this manual. If you have any

questions regarding usage, service, inspection and/or

maintenance please contact Öhlins.

Note!1

When working with the Öhlins product, always read the

vehicle service manual.

Note!1

This manual shall be considered as a part of the product

and shall accompany the product throughout its life cycle.

SAFETY PRECAUTIONS

Any reprinting or unauthorized use without the written permission of Öhlins Racing AB is prohibited.

SAFETY SYMBOLS

In this manual, mounting instructions and other

technical documents, important information concerning

safety is distinguished by the following symbols:

The Safety Alert Symbol means: Warning! Your safety

is involved.

Warning!⚠

The Warning Symbol means: Failure to follow warning

instructions can result in severe or fatal injury to anyone

working with, inspecting or using the shock absorber, or

to bystanders.

Caution!✋

The Caution Symbol means: Special precautions must be

taken to avoid damage to the shock absorber.

Note!1

The Note Symbol indicates information that is important

regarding procedures.

Product Specic Warnings

Warning!⚠

This product was developed and designed exclusively for

a specic vehicle model and shall only be installed on the

intended vehicle model in its original condition as delivered

from the vehicle manufacturer.

TTX GP

Straight from the champions - the new TTX GP is Öhlins latest range of shock

absorbers for sport and supersport bikes. Based on the highly regarded TTX

technology and developed from Öhlins vast experience in MotoGP.

Contents

Safety precautions .........................................3

1 Design.........................................................5

Inside the TTX GP......................................5

2 Spring preload ............................................7

3 Compression, rebound and length ..............8

Compression and rebound .........................8

Length ........................................................8

4 Adjustment and set up ................................9

5 Inspection and Maintenance .......................11

More than 10 years have passed since the

TTX36 was introduced to the supersport

motorcycle scene. It has been used on road and

at tracks around the world, both as aftermarket

and OEM. This variety of users and customers

inspires Öhlins to constantly work our hardest to

improve this product for you.

This version of TTX36 GP features a number

of upgrades, targeting areas like performance,

consistency and ease of use. You will

experience an improved bump absorption AND

at the same time better chassis stability, due

to the new compression valve design. This will

help you keep a precise line through turns. A

new main piston and piston band gives you

improved consistency and durability. Adjusting

the TTX36 GP’s compression and rebound is

still possible to do by hand or with a tool, but

thanks to new adjustment knobs is now easier to

do by hand than before.

We hope you will be more than satised with

your new TTX36 GP!

1 DESIGN

Inside the TTX GP

When the shock absorber moves

When the shock absorber moves, the uid inside

is forced to ow through the compression valve

or the rebound valve, depending on the direction

of the movement, followed by going through

either the rebound check valve or compression

check valve and to the other side of the main

piston (gure 2 and 3). The piston rod displaces

the uid into or out of the reservoir.

The reservoir

The reservoir is connected to the damping

system in a way that regardless of the direction

of the movement the reservoir will be connected

to the low pressure side of the main piston.

The compression and rebound valves

The compression and rebound valves have

three ow paths for the uid, the bleed valve,

shim valve and the check valve.

The bleed valve (gure 1 center grey arrows)

is a small orice giving a ow restriction by its

small size. In the shim valve (gure 1 black

arrows) the uid pressure must deect the thin

steel washers to open up the valve to allow uid

to ow through. The check valve (gure 1 outer

white arrows) contains a spring preloaded shim

that opens easily for return ow of uid when the

movement direction changes.

The bleed valve and the shim valve build up

the damping force. At slow stroke speeds the

amount of uid going through the bleed valve

is higher. At a fast stroke the shim valve takes

care of most of the uid ow. The check valve,

together with the bleed valve (since it can ow

both directions), handle return ow.

Basic ow during

compression stroke.

1 DESIGN

Control the damping force

When you turn the compression or rebound

adjuster you change the size of the bleed

valve. Depending on which direction you turn

the adjuster you either increase or decrease

the damping force. The characteristics of the

damping action can be changed by changing

the shim stack set up, like for example shim

thickness, diameter and shape as well as

number of shims. Please note that only

approved Öhlins personnel must change the

shim stack set up.

Compression damping

When the motorcycle movement compresses

the shock absorber, the uid above the main

piston is pressurized (more than the gas

pressure set in the shock absorber). The

pressurized uid then goes through:

• the compression adjuster bleed valve

• the compression adjuster shim valve

• the channel connected to the reservoir

• the rebound adjuster check valve and

between the inner and the outer tube to the

other side of the main piston.

During compression stroke the piston rod goes

into the shock absorber body and the displaced

volume of damper uid ows into the reservoir.

The uid moves the separating piston inside the

reservoir.

Rebound damping

When the spring forces the shock absorber to

extend, the uid below the piston is pressurized

(more than the gas pressure set in the shock

absorber) and must move. The ow goes

through:

• the rebound adjuster bleed valve

• the rebound adjuster shim valve

• the channel connected to the reservoir

• the compression adjuster check valve into

the inner tube and to the upper side of the

main piston.

The uid that was displaced into the reservoir

during compression stroke is now pushed back

into the shock absorber main body by the gas

pressure. The separating piston will move inside

the reservoir as the uid is pushed out.

2 3

2 SPRING PRELOAD

Spring preload and rear ride height

When you set the spring preload you move the

spring seat. This will decrease or increase the

initial spring force, which will lower or raise the

motorcycle rear ride height.

The spring preload is important for the shock

absorber’s performance. If the preload is

incorrectly set, any other adjustments will not

help to get the intended performance from

the shock absorber. The spring preload is the

difference between the free spring length and

the installed spring length.

A Free spring length

B Installed spring length

Shock absorber fully extended

A - B = Spring Preload

Set the spring preload

Hydraulic spring preload adjuster

Turn the hexagon screw or the knob on the

hydraulic adjuster to set the spring preload. Turn

clockwise to increase the spring preload and

turn counter clockwise to decrease the spring

preload.

Mechanical spring preload adjuster

Use two C-spanners. Hold the lock nut with one

C-spanner and turn the spring platform to the

desired position with the other C-spanner.

A B

3 COMPRESSION, REBOUND AND LENGTH

Compression and rebound

Compression damping controls the energy

absorption when the shock absorber is being

compressed, thus controls how easy the shock

absorber compresses when the rear wheel is

being loaded or hits a bump.

Rebound damping controls the energy

absorption when the shock absorber is being

extended and controls how fast the shock

absorber returns to its normal position after

being compressed.

Set compression and rebound

Use a 3 mm Allen key, or your ngers, to adjust

the compression and rebound damping.

Turn clockwise to increase the damping, turn

counter clockwise to decrease the damping.

How to set

The adjusters have a normal right hand thread.

Turn the adjuster clockwise to fully closed

position (position zero [0]). Then, turn counter

clockwise to open, and count the clicks until

you reach the recommended number of clicks.

See recommended Setup data in the Mounting

Instructions for your shock absorber.

Caution!✋

Turn the adjusters gently not to damage delicate

sealing surfaces.

Length

When you change the shock absorber length,

you change the steering geometry as well as the

chain force.

A shorter shock absorber gives a lower

motorcycle. The fork angle as well as the trail

will increase, and normally the chain force will

be reduced with less anti-squat as a result.

Another result when you change the length is a

slight change of center of gravity.

A longer shock absorber gives a higher

motorcycle. The fork angle and trail will

decrease and normally the chain force will

increase with more anti-squat as a result.

Another result is a slight change of center of gravity.

Warning!⚠

Change the length moderately on modern supersport and

race bikes. A small change can make a big difference.

Change shock absorber length

1. Measure the ride height before and after you

change the length (see chapter 5).

2. Remove the shock absorber from the vehicle.

3. Use two 24 mm wrenches. Hold the upper nut

with one hand and at the same time loosen

the lock nut (lower nut).

4. Turn the end eye/bracket to the desired

length. 1 turn is the same as 1 mm shock

absorber length.

5. Tighten to 40 Nm.

Warning!⚠

Make sure that you tighten the lock nut after you have

changed the length.

Warning!⚠

Do not thread out the adjustable end eye/bracket more

than that the groove is fully visible beneath the lock nut.

This is maximum length.

gold

C = compression R = rebound

silver

4 ADJUSTMENT AND SET UP

Warning!⚠

Before you ride, make sure that the setup is according to

recommended setup in the Mounting instructions. Take

notes, adjust in small steps and make only one adjustment

at a time.

Step 1

Spring Preload - Free Sag - Ride Height

Spring preload is a crucial part of setting your

motorcycle since it affects the height of the

motorcycle and the fork angle.

1. Work on a at surface. Put the motorcycle on

a work stand so that both wheels are off the

ground and the suspension is unloaded.

2. Make a mark, for example with a piece of

tape, at a point immediately above the rear

wheel axle.

3. Measure the distance from the marked point to

a xed point, for example the wheel axle (R1).

4. Measure the distance from the bottom of

the upper triple clamp to a xed point, for

example the front wheel axle (F1).

5. Put the motorcycle on the ground so that

the front and the rear suspensions are

slightly compressed. Repeat the measuring

procedures (R2 and F2).

6. Sit on the motorcycle in normal riding

position, properly outtted in your riding

gear. Repeat the measuring procedure

(R3 and F3).

Recommended Measures

If no other recommendations are given in the

Mounting Instructions follow these measures:

Free sag

Rear (R1-R2) 8-18 mm

Front (F1-F2) 23-33 mm

Ride height

Rear (R1-R3) 25-35 mm

Front (F1-F3) 33-45 mm

Note!1

Check the Öhlins web site www.ohlins.com or contact an

Öhlins dealer for the latest information.

Step 2

Adjust Spring Preload

1. If your measures differ signicantly from

the recommendations in the Mounting

Instructions or the table above, adjust the

spring preload. (See section Spring Preload

in this manual).

2. If the ride height still differs from the

recommendations, you may need to change

to softer/harder spring. Contact an Öhlins

dealer for advice.

Warning!⚠

Incorrect spring rate may result in a front geometry that is

either too steep or too at. This can result in a tendency

of under or over steering, that could seriously affect the

handling characteristics of the motorcycle.

4 ADJUSTMENT AND SET UP

Stability and Traction

All motorcycles are designed with a suspension

geometry that includes ride height and fork

angle. If you change any of the components,

the suspension geometry can be changed.

Therefore it is very important that the front

and the rear ends match each other. The front

and the rear loaded heights must be within the

recommended measures.

Front Fork Springs

Öhlins Racing has a variety of front fork springs

available for a large number of motorcycle

models. The springs combined with the Öhlins

shock absorbers give a superior stability and

traction. Contact Öhlins for more information.

Warning!⚠

If there are no matching springs for your motorcycle

model, use the original springs, however, they must be in

good condition and not fatigued.

FGK

FKR

Setting up

If you test by trial and error and change the

different adjustment possibilities you can learn

how the different settings affect your motorcycle.

Always begin your setting by taking a test ride

with all adjustments at the recommended set

up. Choose a short run of varying character, for

example with long as well as sharp bends, hard

as well as soft bumps. Stay on the same run

and adjust only one setting at a time.

Recommended adjustment range

Rebound and compression damping:

±5 clicks from original (basic) setting.

For original setting see the Mounting

Instructions for your shock absorber. Set up your

rear suspension together with the front fork and

for all types of tracks that you want to optimize,

there are no set-ups that will be 100% perfect

on all tracks, you will need to compromise.

To ride safely and use less energy, prioritize:

• safety

• stability

• comfort

Basic guidelines

Rebound Damping

If the bike with spring, preload and the ride

height feels good but the bike runs low and

packs down under acceleration bumps, with too

wide line and/or lost comfort and traction, open

the rebound adjuster two [2] clicks.

If the bike is nervous and moving a lot or has a

high feeling entering corners, close the rebound

adjuster two [2] clicks. Fine tune one [1] click

at the time. Test run and make the necessary

adjustments.

Compression Damping

If the bike feels soft, unstable, is using too much

wheel travel although you have the perfect

spring for you; close the compression adjuster

two [2] clicks. This will control the wheel during

acceleration more, plus, it will help ride height

and falling through the stroke too quickly.

If the bike feels high, has bad grip at throttle

FGK and FKR kits

Öhlins Racing also produces complete Racing

Cartridge Systems to upgrade your front fork to

a higher performance level.

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