![]() ![]() You have to press out the shock`s bolts to get to the negative air chamber, so I guess not many people take that step and even know, that the dpx2 comes with two negative spacers. What was interesting to me with the dpx2 was that it came with 2!! spacers in the negative air chamber. I think one shouldn`t expect a trailbike with 125mm of travel to be a big taker but the rear end alredy has a good amount of progression and a really nice midstrokesupport! My dpx2 came with the 0.6 volume spacer in the positive air chamber which works abolutely fine for me when riding in bikepark (with a little bit more psi than norco suggests). I did so in my DPX2 shock and it made a huge difference to me. I ask myself if all the guys who want to spend 400 bucks have ever played with their stock shocks before spending that much money. Take note that the CL voids frame warranty though, so don't tell Ibis or your dealer that you're running that link. Bottom-outs are nice and smooth now, and I don't really notice when it happens. I'd say that the only compromise was a very slight reduction in the old Ibis pedaling platform, which is fine for me, as I'm a pretty good climber, and prefer a bit of active travel for climbing tech. So the wheel moves much more freely around that sag point, and I was able to reduce my volume spacers to 2, which allows the rebound stroke to remain more composed on bigger hits. So I think that's just part of the Ibis leverage curve that helps aid the climbing platform.Īnyway, the CL increases leverage around that "knuckle" area I described, and decreases leverage in a very smooth curve towards the end stroke. This didn't seem to happen in other portions of the travel, and I hadn't experienced anything like that on any of the other suspension frames I've owned. Another negative to the stock setup for me, was that there always seemed to be a bit of a "knuckle" in the leverage curve somewhere around the sag point, and when the rear wheel hit obstacles slightly unweighted, it was hesitant to move out of the way. I run the stock Topaz, and had to stuff 3.5 spacers in the positive chamber to avoid bottoming out too often (I made a half-sized spacer to add a 4th). MegNeg is $100 so for me the real question is why wouldn't you want a custom damper tune and improved internals? You'd have to be crazy fast to not be able to get the support you need with a custom tune and the stock air can. It only cost about $200 (CAD) on top of a regular full shock service which should be done every year anyway and was a night and day improvement over the MegNeg. When I first got the custom tune I was concerned that it was too stiff but am now riding faster than I ever have by a wide margin. In the questionnaire I think I said 6.5/10 skill level and 8/10 firm (with 1 being comfort). Both a custom tune and MegNeg will keep you from bottoming out but for myself at least the MegNeg just felt harsher the faster I tried to ride, whereas the custom tune feels better the faster I go. The real surprise with the custom tune was that with the added mid stroke support it would keep me in the top of the travel when making low speed moves like that. Yes the Bronson has good anti-squat for pedaling but I still had constant pedal strikes because it would dip into the mid stroke when trying to go up and over things. ![]() 4 bands was the best compromise where it was better than stock but still clearly a long way off from where it could be. Prior to getting the tune I think 3 bands gave me the best performance but it's really rocky where I live and I was constantly whacking my pedals off stuff. Yeah the big downside to MegNeg is that to get more mid stroke support you need to run less bands which means more sag. Magura has been away from the scene for a couple of years now, I think it is hard to get a foothold again. Remember they already used to cooperate with WP/Rond with the FIRM-tech standard (hydraulic rim brake direct mount, so no need for boosters) until in 2003 they adopted Rond because Rond was just a hobby for WP and Magura was more serious. But it is not something you just dive into unless you've got something special to offer. It seems like the new axle standards business has settled so it may be more doable. Compared to that, there is massive risk and little reward in the suspension market. They are pretty big in the OEM brake market, especially with the emergence of e-bikes (and primarily the commuter side of it). Bike manufacturers went "very, very nice fork, but we prefer boost". At some point they released the Boltron e-bike fork with regular 20x110 axle. It was impossible to keep up with changing standards. ![]()
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