Cycle News is a weekly magazine that covers all aspects of motorcycling including Supercross, Motocross and MotoGP as well as new motorcycles
Issue link: https://magazine.cyclenews.com/i/125806
... M " Cl ~ "N " Ol ;; o ~ w Z w ..J U >- U Shocks mounted on this anonymous scooter resulted in less wheel hop. by John HuetteI' A new shock absorber will soon be available to you. It is called the Amaco Tuned Shock. The tuned descrip lion implies that there is some degree of adjustment to optimum performance for a given situation, which is what tuning is all about. A speci fie suspension philosphy, a way of thinking about what a 'suspension is supp.osed to do on a vehicle, that has really determined the basic design of the Tuned hocks. These units are new, and they are different. A requirements analysis was first perfo'rmed, before geuing down to the drafting and blueprint stage, then determined suspension functions were allowed to dictate the structure of the actual suspension unh. A famous architect has held that form should follow function. llnfortunately, a lot usually gets lost between the determination or a function to be performed and the manufacture of a structure, like a shock absorber, lo perform that function. Amaco has done a preUy fair job of carrying out their melhods. Whether their basic aSSllmptions about shock absorbers for motorcycles are correct will, undoubtedly, stir up a lot of debate. The basic design is determined by the following approaches to building a shock: l. 50ยท50 dampening. This means that the movement of the plunger is dampened equally on the downstroke (as the springs are uncoiling). It's interesting to note lhat a lot of other suspension builders favor one-way dampening only or very moderate dampening on the dQwnslroke which amoun ts to almosl one-way dampening. 2. Planned use of the viscositv and other properties of the foam, ,-:hich forms when a shock is in action. The oil or other fluid in your shock doesn't look like it does when you pour it in after it's been squeezed through I those liltle tiny holes a few tho4!'and times. The material is actually a foam composed of air or vacuum bubbles and hydraulic fluid in the shock reservoir. Amaco shock design is based on using the foam as the dampening agent_ 3. Constant rate external springs. I'\one of the shocks, regardless of length, come with progressively wound springs as a reccnnmendarion. 4. Constant rate high load internal springs. Construction of the shock with I OO-plus pound inlernal springs seems to compromise on the non-progressive approach. The internal springs are primarily intended to prevent any topping or bottoming of the shock, bUl do aCl like a progressive coil as they come into effect at the limits of compression or extension. 5. Val'bble dampening as a desirable trail of shock absorbers. 6. A very thick tubular shaft to take majOt sidcioads. None of these items are, of themselves, new as many will be quick to point out. They are all now combined into a shock absorber lhal is being commercially produ cd for the motorcycle rider and racer. The shock also features a tremendous range of spring pre-load settin!!s. Other shocks (in fact, most shocks) also have tltis hock feature_ Tbe Arnaco Tuned merely extends the selection further. Instead of maybe three or five preload positions, you have fourteen usahle settings. . Suspension is to a large ex ten t, a matter of individual preference and prejudice, in addition to general motorcycling ignorance on the subject. (Don't get offended. How much time do you spend on your suspension compared to say, your engine, which is probably working much beller than your forks and shocks?) Therefore, anything that appears in a reporr on the Shocks mounted on this notorious Rickman 250 resulted in quicker lap times. Amaco Shocks will necessarily reflect the personal experience, or lack 01' experience, of the given evaluator. There are a few definitive things that can be said abou t the Tuned Shock. They are ti>e- listed below. The desirability of having these c h a ra c teristics in their suspension product has already been decided upon by the shock's designer. Tbere will be some debate from other sources on whether it all means anything, or is 'sometbing you want for yow motorcycle, I. There is less wheel hop on a dirt bike fitted with the Tuned Shocks than with any of two other suspension uniLs tried, including the stock sbocks. (This should be expected from 50-50 dampened shocks, since the wheel will move away from the ground at a slower rate. It will, ideally, even remain in contact with the ground longer over a given time frame.) 2. The high load in tern.al springs do preven t topping. or b.olloming. . Whether this is desirable to the ride~ is a inatter of some debate among shock builders. 3. Turning the external screw setting to vary the dampening actually does make a difference. The ride from the shocks becomes softer at firmer. That part is not just an add-on wilh no effect. Dampening adjustment is definitely noticeable, The "firm" position of the adjustable dampening setting is too firm for just about any rider, or any use. 4. Traction to the ground during. acceleration was marginally better than with the other two suspension sysLems but, now the subjective conditions of smoothness of throttle, tackiness of surface, and rider weiRht distribution enter into the picture, so you no longer have a>:J objective result. 5. Amaco Shocks are considerably lighter in weight than almost any other known shocks. 6. Individual preferences and prejudices will apply to these shocks as with every other suspension unit manufactured and commercially available. There are no inherent defects apparen t in the A maca Tuned Shock if you accept the basic design philosophy. The disadvantages of the shock would seem to lie in its complexity, which lends itself to a requirement for greater quality control and scrutiny during man u fac tu re. Th ey have proven virtually indestructible in over a year of constant use on some dirt bikes, so the complexity does not pass on mechanical breakages in use as a problem. The other disadvantage is the infinite capability for the uninformed, or uncaring. to set the shocks at a posi lion that is en tirely wrong for them, their riding style and their bike, thereby having a worse ride and performance lhan a stock shock might provide. (On some bikes, it might be a little hard to find a worse ride.) Production slart-up costs could get passed along to the consumer, but the intended retail is now pegged around $50 with springs. . The advantages of the shocks seem to be two-fold. The longevity record is impressive. If you end up liking these shocks, you'll have them for quite a while. And lhe adjustability of both dampening and spring pre-load will allow someone who knows whal they're doing to dial in their damperting and spring load just righ t for them, and for whatever they're doing at the time: mot?cross, desert. or jus~ plunkin '.