Owners Manual

Öhlins shock absorbers, MX/ENDURO/OFF ROAD

Including:

Safety
Tuning the
suspension
Design
features
Function
Basic
adjustments
Fine tuning

Inspection,
maintenance

1
 Safety signals Introduction WARNING!
All of Öhlins advanced suspension products are 1. Installing a shock absorber, that is not
Important information concerning safety is
adapted to the brand and model. This means approved by the vehicle manufacturer, may
distinguished in this manual by the
that length, travel spring action and damping affect the stability of your vehicle. Öhlins
following notations:
characteristics, are tested individually just for Racing AB cannot be held responsible for
the motorcycle that you have decided to fit with any personal injury or damage whatsoever
Öhlins suspension. that may occur after fitting the shock
The Safety alert symbol means:
absorber. Contact an Öhlins dealer or other
Caution! Your safety is involved. Before installation qualified person for advice.
WARNING! Öhlins Racing AB can not be held responsible for
any damage whatsoever to shock absorber or 2. Please study and make certain that you
Failure to follow warning instructions fully understand all the mounting instructions
vehicle, or injury to persons, if the instructions for
could result in severe or fatal injury and the owners manuals before handling this
fitting and maintenance are not followed exactly.
to anyone working with, inspecting or shock absorber kit. If you have any questions
Similarly, the warranty will become null and void
using the suspension, or to bystanders. regarding proper installation procedures,
if the instructions are not adhered to.
contact an Öhlins dealer or other qualified
CAUTION! person.
Caution indicates that special pre- Contents 3. The vehicle service manual must be
cautions must be taken to avoid dam-
Safety signals ................................................ 2 referred to when installing the Öhlins shock
age to the suspension.
Introduction ................................................... 2 absorber.
NOTE! Before installation .......................................... 2
Tuning the suspension ................................... 3 NOTE
This indicates information that is of
Design ........................................................... 3
importance with regard to procedures. Öhlins products are subject to continual improve-
Function ........................................................ 4
Settings ......................................................... 5 ment and development. Consequently, although
Setting the spring pre-load ............................ 5 these instructions include the most up-to-date
Setting the shock absorber lenght ................. 6 information available at the time of printing, there
Setting the damping ...................................... 7 may be minor differences between your suspen-
Setting your motorcycle ................................. 8 sion and this manual. Please consult your Öhlins
Inspection and maintenance ......................... 9 dealer if you have any questions with regard to
General handling setup ................................ 10 the contents of the manual.
© Öhlins Racing AB.
All rights reserved.
Any reprinting or unauthorized use
without the written permission of
Öhlins Racing AB is prohibited.
Printed in Sweden.

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1. Design principles 2. Spring pre-loading 3. Adjustment of shock
Gas
absorber length

Oil
Oil
Gas
1. External reservoir C-spanner
Oil Gas
with hose connection Separating
2. External piggyback piston PDS
reservoir piston
Adjustment
3. Internal gas reservoir Shock absorber nut
4. PDS piston piston
shock absorber 1. 2. 3. 4. Mechanical adjustment - +

Tuning the suspension Design

Motorcycle road holding qualities Most of the Öhlins shock absorbers are of the the shock absorbing action is therefore more even.
All motorcycles are designed with a suspension De Carbon type (Fig.1). The fluid is put under gas The external fluid chambers also contribute to bet-
geometry that includes height and fork angle. The pressure and the gas and the fluid are kept apart ter cooling of the fluid, giving longer service life for
changing of components can affect this and it is by a separating piston. The separating piston is both the fluid and components.
therefore essential that both the rear and the front often fitted in a separate fluid chamber, connected Öhlins shock absorbers have integrated
ends match each other. by hose (Fig.1:1), or fixed directly on top of the temperature compensation. As the temperature
Changing to Öhlins suspension gives optimum shock absorber (piggyback) (Fig.1:2). increases and the fluid flows more easily the flow
performance only when both the front fork and There are also cases where everything is fitted is controlled accordingly. The shock absorbing
the rear suspension interact properly. It is of the inside the main shock absorber (internal gas effect is therefore independent of the temperature.
greatest importance that the front and rear loaded reservoir) (Fig.1:3). The more advanced models permit individual
heights are within the specified values. To obtain a progressive damping system (PDS), adjustment of compression damping and rebound
In the Mounting Instruction, see section: Setting the most advanced shock absorber has two pis- damping.
the spring pre-load. tons. This ensures position sensitive damping in Öhlins shock absorbers provide the possibility
relation to the degree of compression. One of the for adjustment, making them adaptable to most
pistons is active throughout the entire lenght of motorcycles, riders and ranges of use. All of the
the stroke, while the second piston begins to work shock absorbers have adjustable pre-loading of the
in the event of powerful compression of the shock spring action (Fig.2).
absorber (Fig.1:4) A few models have an adjustable end eye, mak-
Pressurisation of the fluid is made with nitrogen. ing it possible to alter the lenght of the shock
The pressurisation prevents cavitation of the fluid and absorber by 12 mm (Fig.3).

3
4. Flow through 5. Piston with apertures 6. Shims stack 7. Flow through piston
needle valve
Stop washer

Shims stack

Compression flow Rebound flow

Piston

Function Compression damping Rebound damping

The function, in principle, is that fluid is forced When movement of the motorcycle causes When the spring forces the shock absorber to ex-
through needle valves at a low rate of flow (Fig.4) compression in the shock absorber, the fluid flows tend again, the fluid flows back through the needle
and through a number of apertures in the piston through the needle valve (combined compression valve into the piston rod. The fluid flowing into the
(Fig.5) at a high rate of flow. The flow through and return valve) in the piston rod. If the velocity chamber is forced by the pressure of the gas back
these apertures is regulated by shims (thin steel of the piston is high, i.e., in the case of rapid into the shock absorber via a separate non-return
washers) that at high pressure are deflected to compression, this will not be sufficient and valve.
open for the fluid. On most models the needle consequently the shims underneath the piston If velocity of the piston is high, the shims on
valves can be set individually. will open to allow a greater rate of flow (Fig.7). top of the piston will also open to allow the fluid
By altering the size of the shims stack (Fig.6) The fluid that is displaced by the volume of the pis- to flow though (Fig.7).
(i.e., number, thickness, diameter) the character- ton rod is forced into the external fluid chamber via a
istics of the damping action can be changed (this separate compression valve. The separating piston
should only be done by Öhlins authorized service is displaced, thus increasing the gas pressure.
workshops).

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 F1 F2
F3

R1
R2
R3

Bike on a stand. Bike on the ground. Bike with rider on.

Settings Setting the spring pre-load

• Allow the motorcycle (without rider) to
Basic settings Step 1. Measuring apply load on the springs and repeat the
Always ensure that the basic setting made by Pre-load on the spring/springs is very important, measuring procedure (R2, F2).
Öhlins is correct. It is adapted to the make and because it affects the height of the motorcycle and • Then take the same measurements with
model (in its original state) and for a rider of the fork angle. Consequently, handling characteristics the rider and equipment on the
average weight. can be changed, even negatively. Proceed as follows motorcycle (R3, F3). It is important that the rider
(it will be much easier if done by two persons): has a correct riding posture, so that the
WARNING weight is balanced on the front and rear
Incorrect spring action may produce a fork angle • Place the motorcycle on a stand, so the wheel in the same way as when riding.
that is too steep or too flat. This in turn will give a front fork and the rear end are in fully
extended position. Recommendations
tendency for oversteering or understeering, which The difference should not deviate from the
could seriously affect the handling characteristics
• Measure the distance, e.g., from the following sizes, if no other recommended settings
of the motorcycle. are given in the Mounting instructions:
lower edge of the rear mudguard or
from a point marked by a piece of tape, Free sag: (R1-R2), (F1-F2)
The original settings of the shock absorber, when immediately above the rear wheel axle,
Rear: MX/Off-Road 30±5 mm
delivered from Öhlins, should always be a base to the wheel axle (R1).
Front: MX/Off-Road 30±5 mm
when the settings are changed by use of the • Make a similar measurement on the front axle,
adjustment devices. Ride height: (R1-R3), (F1-F3)
e.g., from the bottom of the upper fork crown
to the front wheel axle (F1). Rear: MX 100±5 mm
Off Road 30% of the total stroke
Front: MX/Off-Road 80±5 mm
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8. Spring pre-loading 9. Front spring kit 10. Adjustable end eye

WARNING!
If the shock absorber has an ad-
justable end eye/bracket, this
must not be threaded out so that
more than one groove is fully vis-
ible beneath the lock nut. Make
sure that the lock nut is tightened
after adjustment.
Mechanical Groove
pre-loading adjustment

Step 2. Adjusting Front fork springs Setting the shock absorber length
Adjust the pre-load with the rings on the shock To optimize the road holding qualities of a Sensitivity of the steering can be adjusted by
absorber. motorcycle the front fork must match the rear altering the length of the shock absorber, with-
Hold the upper ring and adjust the lower one suspension. Öhlins springs are available for a out affecting other characteristics. The length
to the desired position (Fig.8). Then lock with the large number of motorcycles (Fig.9). These, in is adjusted with the two nuts and the threaded
upper ring. combination with Öhlins shock absorbers, con- clevis at the end of the piston rod.
tribute to superior road holding qualities. The The shock absorber can be adjusted up to 12 mm.
NOTE! original make of springs should be used if there The length may never be altered more than to where
If ride height is higher than recommended, softer are none of our springs in the recommendation the groove that is cut in the thread becomes fully
spring/springs must be used. table. However, they must be in good condition visible (Fig.10).
If ride height is lower than recommended, and not fatigued. Remember to change the fluid
harder spring/springs must be used. in the front fork at least once every year. We
Contact your Öhlins dealer for advice. recommend Öhlins front fork oil.

WARNING!
It is important that the recommendation table is
followed for new front springs. If there are no
recommended front springs you must ensure that
the existing springs are in good condition.
Neglecting to check the front springs could seriously
affect the handling qualities of the motorcycle.

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11. Adjustment of rebound damping 12. Adjustment of compression damping 13. High and low speed compression damping adjusters

+ High speed
-

- +
- +

+
+ = more damping -
-
- = less damping
Low speed +
Setting the damping NOTE! CAUTION!
The adjusting possibilities of Öhlins shock If no ”click” is felt in the rebound adjuster the
The hexagon of a two way compression valve is
absorbers facilitate fine setting. You can optimize shock absorber must be inspected by an author-
naturally anodized aluminum.The high speed ad-
adjustments to suit your own weight and ized service workshop. It could be due to low gas
juster has a key width of 17 mm and a range of two
equipment, your individual way of riding and the pressure or lack of oil.
and a quarter (2.25) turns. The low speed adjuster
condition of the road. To be able to improve the
Compression damping is set with a knob or a screw (slotted head screw) has a range of 25 steps.
road holding qualities it is of the utmost importance
on top of the extrernal reservoir (Fig.12). This can The one way compression adjuster is gold
that you fully understand the function of the shock
be adjusted in about 25 steps. anodized. The adjuster (slotted head screw) has
absorbers. From there you can learn by trial and
Some models (PRX and PRXQ) have separate a range of 25 steps. Do not turn the hexagon
error how they affect the motorcycle.
adjusters for high speed compression and low as this will allow for the oil to spurt out of the
Depending on the model there are adjustments
speed compression (Fig.13). The low speed shock absorber.
for rebound damping, compression damping and
adjustment of the length of the shock absorber. compression is adjusted in 25 steps. Use a slotted
Damping is set with knobs and screws with a normal head screwdriver.
The high speed adjuster has a wide range within
NOTE!
right-hand thread. By turning you can increase the
damping action or reduce it. The adjuster have two and a quarter (2.25) turns. Adjust a half turn High and low speed refers to the shaft velocity of
definite positions with a noticeable “click”, so it is (180°) at a time. Use a 17 mm key. the shock absorber. It is not necessarily related
easy to count to the right setting. NOTE! to the speed of the vehicle.
Rebound damping action affects the
When making new adjustments it is easiest to go
characteristics of the motorcycle most. The setting
back to fully closed, and then count forward to
knob is located at the bottom on the piston rod
the new setting. The adjusting device should not
(Fig.11). It can be adjusted in about 40 steps.
be turned too hard.
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 14. Rebound damping 15. Compression damping

• Unstable • Hard • Soft • Harsh

• Loose • Bumpy • Low • Hard
• Bouncy • Bottom

Increase Reduce Increase Reduce

Setting your motorcycle

Start with the rebound damping (Fig.14) Normally changes are made by high speed com-
If the motorcycle feels unstable, loose and rather pression adjuster only.
NOTE! Turn 1/2 turn at a time. Test run and make
bouncy then the rebound damping should be
Always begin with the basic settings recommended increased. Begin by turning the adjusting knob 2 necessary corrections.
by Öhlins. Always make notes, adjust in small steps steps (clicks). Test run again and adjust one steps When you have sufficient feel of the motorcycle
and make only one adjustment at a time. back if it felt too hard and bumpy. you can make further fine adjustments. It is feel-
Adjustments should be made with two steps (clicks)/ If the motorcycle is hard and bumpy, especially ing and experience that counts.
1/2 turn at a time. Adjustments should not be more over a series of bumps, then the rebound
than six steps/2 turns from the basic setting. damping should be reduced. Turn 2 steps, test NOTE!
run and make any necessary correction. For origi- Ensure that the springs are properly pre-loaded
nal rebound setting see Mounting Instructions. before attempting to make any adjustments. A
How to prepare the settings Compression damping (Fig.15) simple rule is that increased pre-load of the spring
should be followed by an increase of rebound
By utilizing the adjustment possibilities you can If the motorcycle feels soft, has low riding position
damping by two steps.
test by trial and error, and learn how they affect and a tendency to bottom easily in long dips then
your motorcycle. the compression damping should be increased.
Always begin by test riding the motorcycle with If the motorcycle feels harsh and has hard When you feel that you have achieved an
all adjustments at their basic setting. Choose a resilience, e.g., during changes in the road paving, improvement, go back to where you started and
short run of varying character, i.e., long and sharp then the compression damping must be reduced. check once more. Be observant of other relevant
bends, hard and soft bumps. Keep to the same factors such as tyres, temperature, etc. Test run
run and adjust only one setting at a time. to make sure whether further fine adjustment
should be made.

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 3 4

3
2
5
5 1
6
1
16. Lift the bump rubber and 17. Inspection points:
clean the area below.

Inspection and maintenance

NOTE!
Clean the shock absorbers externally with a soft Keep the shock absorbers clean and always spray
detergent . Use compressed air . Be careful that them with oil (QS 14, WR40 or CRC 5-56) after Regular maintenance and inspection contribute
all dirt and debris is removed. washing the motorcycle. to the prevention of functional disturbances.
Lift the bump rubber and clean the area below
(Fig.16). Preventive maintenance and regular inspection Recommended service intervals:
reduces the risk of functional disturbance. If there MX & Enduro Approximately
Inspection points (Fig.17): is any need for additional service, please get in 20 hours of operation
touch with an authorized Öhlins service workshop. Off Road 2 - 3 times a year
1. Check ball joints for possible excessive play.
There they have the necessary tools and know-
2. Check the piston shaft for leakage and damage. how for whatever you need.
WARNING!
3. Check the shock absorber body and for NOTE!
external damages. Never alter the gas pressure. Special purpose
Make certain that your shock absorbers are charging equipment and access to nitrogen is
4. Check the external reservoir for damages that always filled with Öhlins High Performance Shock required. The gas pressure should normally never
can restrict the floating piston from moving freely. Absorber Oil. be altered.
5. Check for excessive wear of rubber components NOTE!
6. Check the fastening to the vehicle Discarded Öhlins products should be handled
• Check the hose equipped models for leaks in over to an authorized work shop or distributor for
hose and inlet plugs. proper disposal.

9
General handling set-up
Front end falls into the curves (over- Front suspension
steering) especially in sand.
Steep front fork angle. Front end too low in com- Front fork travel is not used to its full Feels harsh over small bumps, but using full
parison to rear end. capacity. Harsh feeling, front wheel grip is wheel travel.
• Increase the front fork not satisfactory in bumpy turns. Too much spring pre-load or too much compres-
compression damping. Suspension too hard. sion damping.
• Change to harder springs. • Decrease the front fork • Increase the oil level or change
• Lower fork leg approximately compression damping. to softer springs.
5 mm in the triple clamp. • Change to softer springs. • Decrease the compression damping.
Front end ”ploughs”, understeers. • Decrease the spring pre-load.
Suspension bottoming, too soft during • Clean the oil seals and scrapers. Use Öhlins
Shallow front fork angle. Front end too high in
entire travel. red grease 146-01 for regreasing.
comparison to rear end.
Spring too weak or compression damping too soft.
• Decrease the front fork Can handle the first in a series of bumps but
compression damping. • Increase oil level 5 mm.
feels hard after a few more bumps. Frontal
• Raise the fork legs approximately • Increase compression damping.
grip insufficient in rough and bumpy turns.
5 mm in the triple clamp. • Change to stiffer springs.
Too much rebound damping.
• Change to softer fork springs.
Suspension bottoming, but can handle • Decrease the rebound damping.
Front end unstable at high speed, unstable smaller bumps.
when accelerating out of curves. Damping force not progressive enough. Front end rebound too fast after a bump.
Front fork angle too steep. Front end too low in Front wheel grip insufficient in bumpy
• Increase the oil level.
comparison to rear end. curves.
• Lower the fork legs approximately Can handle smaller bumps but is too hard Not enough rebound damping, or too much
5 mm in triple clamp. during the last part of the travel. spring pre-load
• Change the front fork springs to
Damping force is too progressive. • Increase the rebound damping.
harder ones.
• Decrease the oil level. • Decrease the spring pre-load.
Front end unstable during deceleration.
Front fork angle too steep during braking. Front Front end feels low, initially feels soft, but is
end too low or rear end too high. not bottoming.
• Increase the oil level in the front fork. The initial spring rate is too soft or spring preload
• Change to harder fork springs. is too low.
• Increase the front fork
• Increase the spring pre-load.
compression damping.
10
Rear suspension

Rear suspension stroke is not used to its full Rear wheel jumps over small bumps during Rear end very unstable. Shock absorber
capacity. Suspension feels harsh. Traction deceleration or when going downhill. Traction does not respond to adjustments.
not satisfactory in bumpy curves. not satisfactory in washboard curves. Shock absorber damping is gone, caused by low
Suspension hard in general or too much com- Too much spring pre-load, as the spring is probably gas pressure, bad oil is used, or components are
pression damping, too much spring pre-load. too soft, will cause the spring to extend too fast. broken in the shock absorber. Service is needed.
• Decrease the compression damping. • Change to a harder spring in order to achieve • Gas filling required.
• Decrease the rebound damping. a balanced position using less spring pre-load. • Change shock oil.
• Change to softer spring. • Check the static sag and ride height. • Repair or change the shock absorber.

Suspension is bottoming, feels soft during Rear end kicks up over bumps with sharp
the entire wheel travel. edges, but can handle bumps with round NOTE!
Spring too soft, compression damping too low. edges. Recommended measures are not listed in order
• Increase the compression damping. Compression damping too hard. of importance.
• Change to harder spring. • Decrease the compression damping. One of the listed measures can be sufficient to
solve a particular handling problem.
Suspension is bottoming, feels harsh and sags Rear end becomes too low in series of
down too much with the rider in the saddle. bumps. Traction not satisfactory in wash-
Spring too soft or compression damping too low. board type curves or when decelerating on
washboard ground.
• Increase the spring pre-load,
check ride height: 95 ± 5 mm. Rebound damping too slow.
• Change to harder spring if the load is more • Decrease the rebound damping.
than 100 mm.
• Increase compression damping.

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 More info
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07251-02, Issued 04 11 03. Teknisk Illustration, 250 ex.

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