[BrainPlant]

Bonjour,

Je possède un 450 kxf modèle 2017, donc avec la fourche Showa à air.

les réglages ne me conviennent pas du tout, j’ai essayé de les modifier mais je n’y comprends strictement rien.

J’ai tout remis comme a l´origine, devissé de 8 clicks dessus la fourche, la chambre de compensation, chambre extérieure et intérieure en standard d’après le manuel d’utilisation Kawasaki.

j’aimerai donc régler cette fourche, mais comment ? A quoi correspondent chaque chambre ? 

Actuellement, la fourche est dure comme de la pierre, et pas assez progressive à mon goût. Pour info, Je pèse 75 kg.

merci d’avance

cordialement

[Gator]

« les réglages ne me conviennent pas du tout, j’ai essayé de les modifier mais je n’y comprends strictement rien. »

C’est normal.

Quand la fourche à triple chambre est apparue sur les 2015, Motocross Action avait consacré un très loooooong papier technique a en expliquer les bases de fonctionnement, les rôles et interactions des diverses chambres, c’est très complexe… Et ils soulignaient à quel point les réglages préconisés étaient à l’ouest…

Si tu es anglophone, voilà quelques infos et conseils utiles…

Q: WHAT DID KAWASAKI CHANGE ON THE SHOWA SFF-TAC AIR FORKS?

A: Kawasaki’s 2016 Showa TAC forks were amazingly tunable. Compared to the other 450 air-fork offerings on the Honda and Suzuki, these were the gold standard of air forks. But, the MXA wrecking crew had some issues with them. Here is a quick list.

(1) From a performance point of view, the 2016 forks were really good air forks. We never thought we’d say that about TAC forks. We got them in a sweet spot, but we never really ran the recommended air pressures, always choosing to go lower on the main pressure setting to help the damping work better. Kawasaki’s test riders must have felt the same thing, because this year the recommended pressures are way down. This produces a much more supple feel and more workable settings without having to exceed 200 psi in the balance chamber.

(2) We admit that we don’t have the patience, time or desire to deal with an air pump and a bunch of Shrader valves. Having to set three different air pressures in TAC forks—when we could race a Yamaha with its no-fuss coil spring—doesn’t strike us as progress. Difficult-to-understand fork interfaces do not attract entry-level buyers. And, in most cases, local racers eventually give up the chase for the correct air pressures.

(3) Where most Showa SFF-TAC air-fork users go wrong is by focusing on the main air pressure. The key is the balance chamber. Once you get enough air pressure in the main chamber to hold the fork up for your track conditions, you must alter the balance-chamber pressure to make significant performance improvements. More air in the balance chamber than in the main chamber will make the fork plusher over small bumps, shorten its overall length (affecting the frame geometry) and allow the fork to drop into corners. Less air in the balance chamber than in the main chamber will make the fork ride higher, lengthen it (affecting the frame geometry) and keep the fork from dropping into corners. In the end, there is a perfect ratio of balance pressure to main-chamber pressure—but until you find it, you will struggle.

(4) There is one caveat about the 2017 Kawasaki KX450F air forks—the air valves on the fork caps are reversed for 2017. The valve that put air in the outer chamber last year puts it in the inner chamber in 2017 (and vice versa). When in doubt, there is a pictograph on fork cap to direct your air pump in the right direction.

(5) The top triple clamp has more meat to it for 2017 and additional ribbing underneath for increased rigidity. The bottom triple clamp is larger, stiffer and 2.5mm thicker where it clamps the fork stanchions (from 47mm thick to 49.5mm thick).

MXA’S KAWASAKI KX450F SETUP SPECS

This is how we set up our 2017 Kawasaki KX450F for racing. We offer it as a guide to help you find your own sweet spot.

SHOWA SFF-AIR TAC FORK SETTINGS
The inherent problem with air forks is that they are speed sensitive. A faster rider will run higher air pressures in the inner and balance chambers than a slower rider, which means that suggested air pressures must always have an asterisk attached that is based on the rider’s speed and weight as well as the track design. We have provided the air-pressure settings below for Vet, Intermediate and Pro riders. These are the setups we ran on the 2017 Kawasaki KX450F for hard-core racing:
Inner spring rate: 138 psi (Vet), 152 psi (Intermediate), 167 psi (Pro)
Outer spring rate: 16.5 psi
Balance spring rate: 160 psi (Vet), 174 (Intermediate), 189 (Pro)
Compression: 13 clicks out (5 clicks out)
Rebound: 12 clicks out
Fork-leg height: 5mm up
Notes: As a general rule, we always ran more air pressure in the balance chamber than in the inner chamber. This lets the forks settle and not ride as high in their stroke, which helps the KX450F turn better.

SHOWA SHOCK SETTINGS
The shock was a surprise. It worked well from day one, and although we went out on several settings and ran the race sag at a relatively low 105mm, we liked the improvements to the rear suspension. We recommend this shock setup on the 2017 Kawasaki KX450F (stock specs are in parentheses):
Spring rate: 5.2 N/m
Hi-compression: 2-1/4 turns out (2 turns out)
Lo-compression: 15 clicks out (13 clicks out)
Rebound: 11 clicks out (13 clicks out)
Race sag: 105mm
Notes: The shock was easy as pie to set up. The rear end had minimal wallowing and worked very well under braking in chop and square-edged bumps.

[BrainPlant]

gator a écrit :

« les réglages ne me conviennent pas du tout, j’ai essayé de les modifier mais je n’y comprends strictement rien. »
C’est normal.
Quand la fourche à triple chambre est apparue sur les 2015, Motocross Action avait consacré un très loooooong papier technique a en expliquer les bases de fonctionnement, les rôles et interactions des diverses chambres, c’est très complexe… Et ils soulignaient à quel point les réglages préconisés étaient à l’ouest…
Si tu es anglophone, voilà quelques infos et conseils utiles…
Q: WHAT DID KAWASAKI CHANGE ON THE SHOWA SFF-TAC AIR FORKS?
A: Kawasaki’s 2016 Showa TAC forks were amazingly tunable. Compared to the other 450 air-fork offerings on the Honda and Suzuki, these were the gold standard of air forks. But, the MXA wrecking crew had some issues with them. Here is a quick list.
(1) From a performance point of view, the 2016 forks were really good air forks. We never thought we’d say that about TAC forks. We got them in a sweet spot, but we never really ran the recommended air pressures, always choosing to go lower on the main pressure setting to help the damping work better. Kawasaki’s test riders must have felt the same thing, because this year the recommended pressures are way down. This produces a much more supple feel and more workable settings without having to exceed 200 psi in the balance chamber.
(2) We admit that we don’t have the patience, time or desire to deal with an air pump and a bunch of Shrader valves. Having to set three different air pressures in TAC forks—when we could race a Yamaha with its no-fuss coil spring—doesn’t strike us as progress. Difficult-to-understand fork interfaces do not attract entry-level buyers. And, in most cases, local racers eventually give up the chase for the correct air pressures.
(3) Where most Showa SFF-TAC air-fork users go wrong is by focusing on the main air pressure. The key is the balance chamber. Once you get enough air pressure in the main chamber to hold the fork up for your track conditions, you must alter the balance-chamber pressure to make significant performance improvements. More air in the balance chamber than in the main chamber will make the fork plusher over small bumps, shorten its overall length (affecting the frame geometry) and allow the fork to drop into corners. Less air in the balance chamber than in the main chamber will make the fork ride higher, lengthen it (affecting the frame geometry) and keep the fork from dropping into corners. In the end, there is a perfect ratio of balance pressure to main-chamber pressure—but until you find it, you will struggle.
(4) There is one caveat about the 2017 Kawasaki KX450F air forks—the air valves on the fork caps are reversed for 2017. The valve that put air in the outer chamber last year puts it in the inner chamber in 2017 (and vice versa). When in doubt, there is a pictograph on fork cap to direct your air pump in the right direction.
(5) The top triple clamp has more meat to it for 2017 and additional ribbing underneath for increased rigidity. The bottom triple clamp is larger, stiffer and 2.5mm thicker where it clamps the fork stanchions (from 47mm thick to 49.5mm thick).
MXA’S KAWASAKI KX450F SETUP SPECS
This is how we set up our 2017 Kawasaki KX450F for racing. We offer it as a guide to help you find your own sweet spot.
SHOWA SFF-AIR TAC FORK SETTINGS
The inherent problem with air forks is that they are speed sensitive. A faster rider will run higher air pressures in the inner and balance chambers than a slower rider, which means that suggested air pressures must always have an asterisk attached that is based on the rider’s speed and weight as well as the track design. We have provided the air-pressure settings below for Vet, Intermediate and Pro riders. These are the setups we ran on the 2017 Kawasaki KX450F for hard-core racing:
Inner spring rate: 138 psi (Vet), 152 psi (Intermediate), 167 psi (Pro)
Outer spring rate: 16.5 psi
Balance spring rate: 160 psi (Vet), 174 (Intermediate), 189 (Pro)
Compression: 13 clicks out (5 clicks out)
Rebound: 12 clicks out
Fork-leg height: 5mm up
Notes: As a general rule, we always ran more air pressure in the balance chamber than in the inner chamber. This lets the forks settle and not ride as high in their stroke, which helps the KX450F turn better.
SHOWA SHOCK SETTINGS
The shock was a surprise. It worked well from day one, and although we went out on several settings and ran the race sag at a relatively low 105mm, we liked the improvements to the rear suspension. We recommend this shock setup on the 2017 Kawasaki KX450F (stock specs are in parentheses):
Spring rate: 5.2 N/m
Hi-compression: 2-1/4 turns out (2 turns out)
Lo-compression: 15 clicks out (13 clicks out)
Rebound: 11 clicks out (13 clicks out)
Race sag: 105mm
Notes: The shock was easy as pie to set up. The rear end had minimal wallowing and worked very well under braking in chop and square-edged bumps.

Bonsoir, désolé pour la réponse tardive, j’avais répondu mais visiblement pas au bon endroit… je me rends compte que mon message ne s’est pas publié.

Merci, d’après ce que j’ai compris, j’ai tout intérêt à changer ma fourche pour une hydraulique !! A moins qu’une préparation fasse le taff, même aux réglages les plus soft la fourche reste beaucoup trop dure.

[Gator]

Merci pour le merci.

Ta fourche est déjà hydraulique. L’air remplace les ressorts, pas l’huile ni les clapets.

Une préparation ne t’apportera rien tant que tu n’as pas trouvé tes bonnes valeurs de gonflage.

Après, changer de fourche est certes une solution… Radicale et pas des plus économiques.

Il y a par ailleurs mille kits pour réinstaller un ressort dans un des bras.

[BrainPlant]

gator a écrit :

Merci pour le merci.
Ta fourche est déjà hydraulique. L’air remplace les ressorts, pas l’huile ni les clapets.
Une préparation ne t’apportera rien tant que tu n’as pas trouvé tes bonnes valeurs de gonflage.
Après, changer de fourche est certes une solution… Radicale et pas des plus économiques.
Il y a par ailleurs mille kits pour réinstaller un ressort dans un des bras.

D´accord… effectivement il faut que je me renseigne un peu plus alors, je ne savais pas qu’une préparation n’apporterait rien… si je comprends bien la prepa permet de peaufiner ses réglages ?

Après c’est pour un usage loisir tranquille, donc il est vrai qu’un changement de fourche serait un peu beaucoup pour l’utilité que j´en ai..mais je compte garder ma moto quelques années. 

[Gator]

Tu as vu le mp que je t’ai envoyé?

[Gator]

Bon, donc, manifestement, non.

;-)))

[zebehn1]

Salut, pour les réglages de base utilise l ‘appli  » SFF-AIR SUPPORT  » pour smartphone tu auras deja les reglages de bases pour ta fourche a air ensuite tu affine suivant ton pilotage. et surtout avant chaque sortie, je degonfle la fourche et regonfle avec la pompe qui va bien , mon fils ne sent  plaint pas

SFF-Air support 

[BrainPlant]

gator a écrit :

Bon, donc, manifestement, non.
;-)))

bonjour, désolé je n’avais pas été notifié… Je n’ai rien reçu

[BrainPlant]

zebehn1 a écrit :

Salut, pour les réglages de base utilise l ‘appli  » SFF-AIR SUPPORT  » pour smartphone tu auras deja les reglages de bases pour ta fourche a air ensuite tu affine suivant ton pilotage. et surtout avant chaque sortie, je degonfle la fourche et regonfle avec la pompe qui va bien , mon fils ne sent  plaint pas
SFF-Air support 

Bonjour, 

oui j’ai essayé avec l’application, mais j’ai l’impression que ça n’a aucun effet sur la fourche, c’est toujours aussi dur.

[Gator]

BrainPlant a écrit :

gator a écrit :

Bon, donc, manifestement, non.
;-)))

bonjour, désolé je n’avais pas été notifié… Je n’ai rien reçu

Si tu es sur un smartphone, c’est normal, la fonction a été oubliée…

T’as un ordi pour regarder?

Sinon, envoie-moi une adresse mail en MP…

[Auteur]

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