By Chris Edwards
Hey guys, I'm wondering what suspension settings you all are running front and rear? I have a 2017 crf 250r I'm a 210lb newer rider, my settings are currently set at,
rear suspension low speed at 12 clicks
rear suspension high speed 2 turns
rebound is 12 clicks.
Left front fork inner chamber 150psi, outer chamber 10psi, balance pressure 150psi
Right front fork compression position 7 clicks, rebound 29 clicks
Sag is 4"
By Kevin from Wiseco
Jeremy Martin Leads the Charge for Wiseco Riders at Daytona Supercross
Christian Craig Turns in Career Best in 450 Competition
MENTOR, Ohio (March 13, 2018) – Jeremy Martin showed the way for Wiseco-sponsored riders in Saturday night’s Monster Energy Daytona Supercross presented by Honda. In a season marred by bad luck and misfortune, Martin put together a near flawless ride to earn his first Eastern Regional 250SX Class podium finish of the season.
Martin qualified eighth for the division’s annual visit to the World Center of Racing, finished fourth in his heat race, and came home second in the 250SX main event, missing his first win of the year by less than a second.
“It’s Daytona, a real man’s track.” said Martin who sits fourth in points. “It was the toughest race of the year as far as fitness. I had to slow down a little bit, halfway through the main. I was getting close to (race winner) Jordon (Smith) and I was starting to think about where I could make a move on him, then I made some mistakes and he got away from me. Couldn’t quite get close again, but it’s good. We’re on the podium and in contention for wins again. That’s something I haven’t been able to say in supercross in a while. We want to get wins and now we know it’s coming.”
Martin’s podium was a bright spot, but the rest of the event was rough for the GEICO Honda/Factory Connection squad. RJ Hampshire crashed hard in his heat race and had to be transported to a local hospital. He injured his back and ribs, but shoulder pain left him with the most concern.
“I felt good on the bike all day,” said Hampshire via his Instagram account. “Had some pretty good speed and my foot just slid off hitting my shifter in those rollers during that heat race. After seeing the pictures from the crash I’m very thankful I didn’t take a shot to my head. I have some fractures in my T3/T4 in my back and ribs. Also have some damage to my lungs which is why I’ll be spending a couple nights in the hospital. I’ll be getting some more checkups this week on the shoulder also.”
Cameron McAdoo, the third member of the team, was unable to compete at Daytona after being sidelined with a hand injury two races ago in Atlanta.
Across the paddock, in the premier 450SX Class, Christian Craig got the call to fill in for Team Honda HRC. With the team’s regular riders Ken Roczen and Cole Seely out with injuries, it was up to Craig to carry the load for the factory team, and the upstart rider didn’t disappoint.
The San Diego native was solid in both qualifying sessions, won his heat race and snagged the holeshot in the division’s main event. After relinquishing the lead to eventual winner Justin Brayton, Craig continued to show he was up for the challenge. The 26-year-old rider raced for second and third for most of the 20-minute-plus-one-lap feature before losing one more spot in the late goings to bring his No. 32 Honda CRF450R home fourth in the final rundown.
“I had a great week testing with the team,” commented Craig. “They came down to Florida right after Atlanta and I feel like we really improved. Just getting more time on the bike and getting more comfortable was huge. I started off race day feeling really good. My qualifying position didn’t really show it, but overall I was happy with my riding. It’s all about having fun out there, and man, that’s what I did tonight. I was up front in the heat race, fell to third, but then the two guys in front took each other out so I ended up winning. You can call it luck or whatever, but I just put myself in a good position to capitalize on people’s mistakes."
“I had a good gate pick and some confidence going into the main. I grabbed the holeshot and led for almost the first lap, but [Justin] Brayton got by me pretty quick. I stayed second for quite a while. I just rode my hardest and did my best. Unfortunately, a couple guys got by me so I ended up fourth. The track was so tough. This is only my second time racing Daytona and last year didn’t go well, so I really wanted to get some revenge this year. It’s better than the week before, but man, I was so close to a podium. I just need to keep putting myself in good positions and work on getting better each weekend.”
Monster Energy AMA Supercross rolls on this weekend when the series visits the “Gateway to the West” for its annual race at the Dome at America’s Center in St. Louis. The 11th of 17 races on the 2018 supercross calendar will be televised live on FS1 Saturday, March 17, beginning at 8 p.m. Eastern Daylight Time, 5 p.m. Pacific.
I have a 03 450 that I just got and it runs great! I love my bike and am big on preventative maintenance. I have searched the threads on TT and have not found any descriptive threads on how to check valve clearance or adjust them. Just by looking at them, I can see that the intakes need to be shimmed and the exhaust valves can be adjusted quite easily unless one needs to be adjusted differently than the other.
I tried to do it last night, and lined up the marks on each side to get the piston to TDC to check adjustments and could not get any readings on tolerances on either the intake nor the exhaust. I moved the crank a little bit forward and got a .011 reading on the exhaust valves. I read in a thread that the spec was .011" for the left one and .014" in the right for the auto decompressor. The spec I am using for the intakes is .006" Are these specs correct? :excuseme:The only issue is that the adjustment for the exhaust valves is one and the same. Different from my KTM where you can adjust each valve individually.
No matter where the cam was on the intake valves, I could not get any readings. Does anyone have a thread, website, downloadable manual, or article on checking and adjusting valves in these beasts?
By Stillwell Performance
One of the most common calls we get here at the shop is “how do you recommend I go about tuning my suspension?” Good question! The second most common call is “I started turning clickers on the front/back/bottom/top etc. and now I don’t know what I did, help!” The amount of improvement you can gain from proper suspension setup is significant, if you go about it in the right way.
Look at it this way: if you are 6ft. tall and get in your truck after your 5 ft. 3in. wife just drove it, the first thing you are going to do is adjust the seat/steering wheel, etc. for your size. The same thing goes for your bike’s suspension-last week we had (3) 2010 bikes in the shop for revalves at the same time. Identical models, one guy was a 150lbs. pro racing MX, the next guy was a “B” level GNCC racer and weighed 220, and the third guy was a 180lbs. trail rider. Same bike, three totally different setups!
So with that in mind, here is where to start:
• Grab your owners manual, a computer, clipboard and a scale. You cannot effectively start tuning until you determine if the correct springs (fork and shock) are on the bike for your weight. Put down the double cheeseburger, hop on the scale, and get your weight in street clothes. Add in for your gear, which typically runs between 20-30lbs. You can easily check recommended spring rates by visiting www.racetech.com under their spring rate calculator. Look in your manual (or ask your tuner) and see what rates are on the bike.
• If you need to change spring rates-do it first. Trust me on this, trying to tune suspension with the wrong rates is not only frustrating, but you will be short changing yourself on the results. On most bikes the shock spring is easily changed, fork springs can be a bit more difficult-get qualified help if you need it.
• Even if you are familiar with what “clickers” are, take a moment and read your manual. Determine what style of forks you have (closed cartridge or open cartridge), where the compression and rebound clickers are, and check to see if your shock has both a high speed and low speed compression adjustment.
• Grab the right tools to adjust, load up and go find a typical piece of terrain to test on. By typical I mean your MX track, hare scrambles course or favorite singletrack. You don’t need to ride a 30 mile loop in order to adjust your bike, rather focus on finding a section of track/trail that has all the different types of jumps/bumps/whoops you encounter.
• OK here is where I will preach a bit-everybody has a buddy or two that claims to “know suspension” and setup. This is YOUR bike, and unless you plan on dragging him around on the back of the seat the end result of your tuning should be focused on what feels good to YOU. Trust the feedback the bike gives you…..
• SET YOUR RIDER SAG!!!!!!! This is critical to tuning properly. Again, look in your manual or ask your tuning dude.
• If you do not have an idea of where to set your clickers, put them in the middle of their adjustment range. This is your baseline setting.
• Gear up and get warmed up. It is important to be loosened up on the bike BEFORE you start tuning, or you run the chance of mis-diagnosing how the bike is feeling (I never start testing until I have at least 15-20 minutes of warmup time on the bike-I always ride stiff initially and sometimes do not get into a groove until then). Some guys can just jump on and pin the damn thing right from the truck. You know who you are, Wattsy……
• Remember, this is a tuning session not the MXoN. Use you head and ride at a pace UNDER you max speed-there will be plenty of time to “fang it” once you have zeroed in on some good settings.
• OK-ride and get a good feel for the bike with the clickers in the middle of their range. Now it’s time to really find out what “too soft” and “too hard” means.
• Take your clickers and turn them all the way out, full soft. Go ride the bike, but take it easy-it will feel ALOT different. Then come back in and turn everything all the way stiff-go ride again, being careful as this will feel totally different again. For guys that have tuned a bit, these two steps might seem pretty basic, but you will be amazed at the difference in how the bike feels. This is especially helpful for guys who are just starting out.
• Set everything back to baseline. FROM THIS POINT ON YOU WILL ONLY MAKE ONE ADJUSTMENT AT A TIME!!!!!!
• So now you will want to determine your tuning range. The tuning range is what settings you will use to adjust for different conditions. For example, If you are an MX racer as well as an occasional singletrack rider you will want to use different settings for those conditions.
• Fork compression is a good place to start. Ride your test section at baseline, then go about 3 clicks softer. The question to ask yourself after each adjustment is: Does it feel BETTER, WORSE, or THE SAME????
• There are no right and wrong answers, only what you feel. So let's assume that the 3 clicks softer felt better-go 3 more clicks softer each time until it does not feel as good. You have just found the soft end of your fork compression tuning range. Now return to baseline and do the same thing, only this time go stiffer. After you have found the best compression setting, work on rebound. Remember, one adjustment at a time ONLY or you can become confused!!! Do the same testing with your shock. Once you have both comp and rebound individually adjusted, you can fine tune them to work together-just make one adjustment at a time!
• As a final test, when you have what you would consider your best setup, write it down, then go back and compare that to your initial baseline, riding both setups back to back. Might surprise you…….
I could go into some advanced tuning topics about the interrelation of compression/rebound, high and low speed comp, tuning for extremes, etc. but we will save that for another newsletter. Take your time, tune by how your bike feels to you and have fun. You will be surprised by how much better you will ride with well adjusted suspension.
You can learn more at www.stillwellperformance.com
KEEP IT PINNED!!!!