Grizz, you mentioned setting the preload to "low". Did you measure laden sag?
Is there a reason you chose one of the automatic preload settings aka low, instead of using the 11 preset preload settings of 0% -100% (every 10% settings)?
For my weight I found KTM's recommendations were accurate, 220lb rider, 40% preload setting netted 41.5 laden sag, probably better to go 50% which would be about 39mm. My rider load/weight changes very little so I chose not to use an automatic preload setting. If back and forth between solo and 2-up it would for sure make sense.
In reference to the automatic preload settings the owner's manual states "the spring preload is automatically adjusted to the load detected by the system during the journey."
The question I would like answered is how often the automatic preload setting adjusts the preload and under what conditions? Curious if it addresses squat during acceleration etc.?
Basically, after I put on the new rear shock spring , I wanted to get a feel for the stiffness of the suspension in low. In low, the preload for the rear shock will be at its lowest level. Thus, the spring will have a minimal amount of preload. Not that it is optimal for my weight, but it gives you a feel for shock stiffness at very low preload settings. Just remember that the more you preload, the shorter the stroke that is left. Also the dampening is the real magic and there are set responses into increasing or decreasing dampening depending on throttle and braking positions over time to help determine your riding style your in and a host of other variables such a s surface smoothness.
I can tell you from experience with riding a 2018 BMW S1000 RR at California Super Bike school that all the autoleveling preloading in the world can not make up for an overpowered spring. Every time I would hard break into a turn, the front forks would bottom out. Their dynamic suspension pro was basically doing the same thing auto leveling pre load on the KTM system is doing. From there, then dampening based upon your task selection, street, sport, track. Etc.
The real beauty off the EVO is for street riding, the sensors an inputs when in Auto mode, select dampening based upon multiples of variable that select the best suspension response, dampening. Dampening is controlled by magnetic valves that have only microseconds of deadly. It also adjusts MTC to increase and decrease slip values based upon live data stream. In Auto, the suspension and traction controls are more automatic than semi-automatic. Pretty crazy stuff.
In the end, though, while the dampening systems control the flow of energy, the spring is basically the storage mechanism for the bike in dealing with uneven surfaces or with weight transfer from acceleration , deceleration or changes in direction. If your spring is too weak, imparted energy is immediately moved through the bikes geometry, causing greater needs to dampen or impead mass movement. All the EVO magic is great for street riding. But not so much for the track. At the track, it is about absolute control of suspension in a controlled environment. Where you are expecting high energy transfers in acceleration, deceleration, and direction.
So, for MotoGP and racing applications, while MTC is very important, suspension setup is a variable everyone is trying to feel on the track. Hence, motogp bikes have MTC but no ABS or active or semi active suspensions. Just to many variables, and then there are individual rider input variables. Thus is why riders and their input to the engineering support group in MoroGP teams is so important. This is why I am happy Danny Pedrosa is working with KTM. Not to ride but to better work with the riders and the engineers to come up with better solutions to individual rider inputs and feedback.
This is why when I look at the system because of my shear mass, I fall so far outside the norms that the main spring rates must change. Believe me if the bikes were designed for 275 lb rider and not 170 lbs riders if all system components were basically the same spring rates would change.
I have searched high and low and finding a higher rate main spring for the front fork, just isn't there. As I say the EVO needs a minor correction, plus it has anti dive. For the SAS, the front forks are designed to allow for a lot more travel . It's an Adventure bike for God sakes. They are designed to traverse variable terrain surfaces and allow for a long stroke in the suspension. The problem is I put a 17" front tire on it, upgraded engine performance, and put on sticky sport street rubber. I really want it to handel like a tight street sport touting machine. Well, short of changing the geometry of the wheels, the semi active suspension springs and then changing all the code variables for changing dampening I really will not be able to get what I want out of the semi active suspension.
The SAS is crazy good with my monoshock upgrade, just not the razor like the SDR EVO. I could get a lot more out of the SAS but it would mean moving to something like GP cartridge forks and a WP Apex Pro rear shock. So for $3,500, it would be pretty awesome on the street and track. Not so much an adventure bike anymore. . But it is a very exciting Adventure bike. I'll take it that way. If I get a wild hair up my *** I can put on my spoked 19 x 17 rims with some knobbies, put on some off road crash bars and have at it.
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