Top Motorcycle

Top out” too easily and fail to allow enough travel for appropriate rebound from bumps. If the ride height is too low, the shock can bottom too easily, resulting in a harsh ride. The spring rates are set up for the full amount of travel. If the preload is too little, the combined rate is not enough to resist bottoming. Generally speaking, the vehicle should settle 1/4 to 1/3 of its wheel travel with the rider on board for off road use. The proper way to measure the ride height: 1. Support the vehicle on a frame stand or center stand with the rear wheel clear of the ground. 2. Have an assistant measure and record the vertical distance between the rear axle and a point directly above it (seat, fender, frame, muffler, etc.). 3. Take the motorcycle off the stand and sit on it in a normal riding posture, with one foot on the peg and the motorcycle balanced so as to have minimal weight on your other foot. 4. Have the assistant carefully measure from the same two points. Subtract the second measurement from the first. The difference is the amount of settling or “sag.” NITROGEN PRESSURES CAUTION: The pressure in these shocks cannot successfully be checked. Concerns with the gauge volume and the gas volume in the shock body create a situation where you cannot accurately determine what pressure was in the shock. In addition, the gas is in a column on top of the oil, and when the pressure is lowered (i.e. checking the pressure) the gas will emulsify into the oil. This will cause the gas and some of the shock oil to escape into the gauge. It is possible to lose a large percentage of the shock oil by depressing the core of a charged shock to the atmosphere. Please note that in order to check the pressure, some of the gas must escape and fill the gauge assembly. The volume of the gas pocket is about the size of your thumb, so a very small volume change results in a large pressure drop. Because the gauges’ volumes vary, it is not possible to deduce the actual pressure in the shock prior to attaching the gauge. Therefore it is imperative that any attempt to check pressure be accompanied by the capability of refilling the shock. In other words: If you don’t have a nitrogen source handy, don’t check the pressure.

here

KTM REPAIR MANUAL IN LOOSE-LEAF FORM STORING THE REPAIR MANUAL IN THE BINDER -Put the index into the binder. -Put the front page of the repair manual (210×297 mm) into the transparent pocket provided for this purpose on the outside of the binder. -Put the spine label (170×45 mm) into the transparent pocket provided for this purpose on the spine of the binder. -Put the summary list of contents (150×297 mm) into the transparent pocket provided for this purpose on the inside of the binder or insert this page on the beginning of the manual.

 -Then insert the individual chapters of the manual between the sheets of the index according to the page number printed in the right bottom corner of each page. Example: page no. 3-5 3 = chapter 3 5 = page 5 All pages with a page number that begins with the digit 3, for example, must be put under the index heading „Chapter 3?. -Index sheets that have not been marked with a certain chapter are for your personal convenience. The respective headings can be entered in the list of contents.


here