Unless you are way too heavy or too light for your suspension, you should gather as much information as possible about what it is doing out on the track. The App will help you gather information. You will understand your suspension, what it can do for you, and what can't. As Keefer says "break it in, feel it out". This way, you will know what aspects about your bike you want to be changed, and give that "amo" to your suspension tuner. Check this Audio out, maybe you've heard it before? maybe not. It will take less than 4 minutes of your time. You can also listen to the entire, 1 hour long podcast here directly from Keefer testing's website: https://www.keeferinctesting.com/show-229-suspension-adjustments-explained/

There is actually some mental activity behind our logo ;) If you take a closer look, you will find that our logo has the two major players in your suspension: COMPRESION (COMP) and REBOUND (REB). Nothing new here, surely you have seen it on many forks, mostly WP - the Japanese are more prone to use "TEN" (as for Tension) instead of "REB". Personlly, we don't think that tension is a term that helps riders understand how to adjust their suspension. The round shape resembles that of a fork cap when looked down from above. The inner circle would be the flat head screw of the adjuster, and the arrows indicate the direction of the adjustment towards the desired effect: more or less compression, more or less rebound. But the thing that we like most is the way of fitting both damping adjusters, COMP and REB, together with the arrows pointing at the more (+) and less (-). You can check it, and the direction of both damping adjusters is right: if you want more compresion, you turn the adjuster clockwise towards the (+); if you want less compresion, you turn the adjuster counter-clockwise towards the (-); if you want more rebound, you turn the adjuster counter-clockwise towards the (+); if you want less rebound, you turn the adjuster clockwise towards the (-); Now, our logo is meant to help you in case of doubt. Bear in mind that the rebound damping works in an opposite way and it might be deceiving. On your forks, the signaling is exactly the opposite: the sign more (+) does not mean more rebound - it means more damping, which actually translates into less rebound in your forks. On the reverse, you might apply more rebound if you don't know that the sign less (-) refers to less damping, not less rebound. Our logo easy to remember. Hope it can help riders not mistaking the rebound adjustments!

We wish. But the truth is that you need to adjust your suspension every time you go out riding. And yes, you are going to feel bumps. Ask Keefer about it! You can also listen to the entire, 1 hour long podcast here directly from Keefer testing's website: https://www.keeferinctesting.com/show-229-suspension-adjustments-explained/ Just picture this: when you go to a track, and start riding, your speed should be at its lowest, because you are feeling out the track, and speed will come to you after you are warmed up. When that happens, you push harder and because of that you will need to raise the compression force some 5-10 %. So in a normal day of riding, your initial setting should be different than the final setting of the day.

God bless ya. These air forks have a single air chamber on both forks that is adjusted via a Schrader valve. The Schrader valve is easily accessible compared to the high- and low-speed rebound damper adjusters that are placed directly under the handlebars. These rebound is best adjusted by taking the handlebars off. BUT YES, YOU CAN STILL USE THE APP. Your forks have the rebound is in in the right leg fork leg and compression in the other. PSF-2 forks only use 35 psi of air pressure. These forks have both high- and low-speed damping adjusters on the top of the fork caps. Simply keep the number of clicks even, for instance if you go with 12 clicks for high speed, go 12 clicks for low speed. Also, the shock in your bike has all of the rebound damping adjuster on the shock piggyback, so you don't have to squat to check rebound. BEWARE: use the pump to set the air pressure, not for checking it. When you attach the pump to the fork’s Schrader valve, the air in the fork bleeds into the pump barrel, which lowers the air pressure at the gauge. MXA recommends: The best setup trick is to adjust the high-speed compression to suit the biggest bumps and jumps on the track, and then use the low-speed compression adjuster to fill in the damping leading up to it. 2 x 1 SPECIAL: Please note that the adjusters in the 2015 model have four clicks per rotation, while the adjusters in the 2016 model have eight clicks per rotation, which essentially doubles the number of settings by halving the difference of each click. These forks are not easy to adjust. Manufacturers stopped using eventually, and currently nobody wants a bike with these on. Listen what Chris Keefer (Keefer Testing Inc.) has to say about them: On a personal note, the reason why the App does not have an extra registry for these models is related to our budget (sadly). We had to keep the App usable for the widest range of users, and we found out that very few people still owns one of these models. So we had to let it go. For hardcore racing, these are MXA’s recommended fork settings (stock settings are in parentheses): 2015 Honda CRF450 : https://motocrossactionmag.com/2015-test-ride-honda-crf450/ Spring rate: 35 psi Oil height: 92mm Hi-compression: 14 clicks out (11 clicks out) Lo-compression: 12 clicks out Hi-rebound: 10 clicks out Lo-rebound: 10 clicks out (9 clicks out) Fork-leg height: 5mm up Notes: The high- and low-speed clickers are not easily accessible because the handlebars block them. This makes adjusting them very difficult. The solution is to get a flat disc-style screwdriver from Noleen (www.noleenj6.com) or Pro Circuit (www.procircuit.com). 2016 Honda CRF450 : https://motocrossactionmag.com/2016-honda-crf450/ Spring rate: 35 psi Oil height: 87mm Hi-compression: 24 clicks out (20 clicks) Lo-comprerssion: 24 clicks out (22 clicks) Hi-rebound: 25 clicks out (27 clicks) Lo-rebound: 27 clicks out Fork-leg height: Flush Notes: The clickers are more sensitive than last year, because there are 8 clicks per rotation instead of 4. This is a plus, because it makes tuning changes much more accurate

These forks use pressured air instead of a coil spring. The chambers reduce front-end weight by up to 750g and friction by 20%. Kawasaki’s air cap is under the brass screw and requires a special adaptor. The Kayaba PSF forks a can have their spring rate changed by the simple act of adding or removing air. If you are a heavy or light rider, these forks can be set up for you without having to replace the coil spring. BEWARE: Use the pump to set the air pressure, not for checking it. When you attach the pump to the fork’s Schrader valve, the air in the fork bleeds into the pump barrel, which lowers the air pressure at the gauge. MXA recommends: 1. You have to learn to feel what the correct air pressure feels like. Too little air will feel like a flat front tire. Too much air will make the forks feel harsh and bouncey. Word to the wise ? too little air is worse than too much. 2. Check the air pressure every time you go riding and also check the fork seals because they tend to wear out quickly. For hardcore racing, these are MXA’s recommended fork settings (stock settings are in parentheses): 2013 Honda CRF450: https://motocrossactionmag.com/mxas-2013-honda-crf450-motocross-test-you-thought-you-knew-all-about-it-but-not-until-you-read-this-test/ Spring rate: 35 psi (33 psi) Oil height: 245 cc Compression: 11 clicks out (13 clicks out) Rebound: 10 clicks out Fork leg height: 5mm up 2014 Honda CRF450: https://motocrossactionmag.com/mxas-2014-honda-crf450-motocross-test-sherlock-holmes-needs-to-look-into-the-case-of-the-missing-horsepower/ Spring rate: 35 psi Oil height:242cc Compression:11 clicks out (13 clicks out) Rebound:10 clicks out Fork-leg height:5mm up

Congratulations on having what Motocross Action Magazine refers as "the most complicated and difficult-to-tune forks ever made". Showa's TAC (Triple Air Chamber) Forks are short-lived. Namely, they were assembled on 2015-2018 KXF 450s, 2015-2017 CRF 250s, and 2015-2017 RMZ 450s. All the Japanese manufactureres went back to coil springs. The most important air pressure for you is the inner spring rate, because this is the one that you must set to suit your weight and riding style. Once you find out what air pressure works for you, use the balance-chamber pressure to fine-tune the feel of the forks: more air pressure in the balance chamber will make the forks feel softer; less air will make them stiffer. YES, YOU CAN USE THE APP. Use the VIN (Vehicle Identification Number) registry to write down your desired PSI for the inner spring rate which works for weight and riding style. If your weight experiences a change, sing up another bike with the PSI that works for that weight. Then, use the air pressure registry for the balance spring rate which is the one for fine-tuning the forks. Your track settings should have different data of the balance spring rate depending to the track. This is what the experts at Motocross Action Magazine claim: "These are the most complicated and difficult-to-tune forks ever made. Between their three different air pressures, 20 different compression and rebound settings and four different oil-height adjustments, a rider has 420,000 tuning combinations to work with. And once setup, they are good, but not great forks. If you want great forks, they come with springs (...)". On a personal note, the reason why the App does not have an extra registry for these models is related to our budget (sadly). We had to keep the App usable for the widest range of users, and we found out that very few people still own one of these models. So, long story short: we decided to let it go. The best advice we can give you is: go check MXA's test of your bike and use the settings they provide there, they surely are the best for your bike. The testing crew at MXA also notes that: "The inherent problem with air forks is that they are speed sensitive. A faster rider will run higher air pressures in the inner and balance chambers than a slower rider. Which means that suggested air pressures must always have an asterisk attached that is based on the rider’s speed, weight and track design. we have provided the air pressure settings below for Vet, Intermediate and Pro riders". In some of their tests, they provide the suggested air pressure for Vets, Intermediates, and Pros. Click on the desired link below for the complete info! 2015 RMZ 450: https://motocrossactionmag.com/2015-test-ride-suzuki-rm-z450/ Inner spring rate: 170 psi (hard-core) 174 psi Outer spring rate: 10 psi (hard-core) 0 psi Balance spring rate: 174 psi (hard-core) 174 psi 2016 RMZ 450: https://motocrossactionmag.com/mxa-race-test-2016-suzuki-rm-z450/ Inner spring rate: 183 psi (hard-core) 171 psi Outer spring rate: 10.5 psi (hard-core) 0 psi Balance spring rate: 190 psi (hard-core) 171 psi 2017 RMZ 450: https://motocrossactionmag.com/mxa-race-test-2017-suzuki-rm-z450/ Inner spring rate: 160 psi (hard-core) 171 psi Outer spring rate: 0 psi Balance spring rate: 150 psi (hard-core) 171 psi Good luck to you!

Yes, of course! The spring preload is adjustable, which allows a wider range of adjustment for any level of rider. This means that the adjustment depends on your riding ability, so you must set up the preload to where you feel most comfortable, and leave it like that until your riding ability increases (or decreases due to injury). Just like with your SAG, use the preload adjuster and fork-leg height to your advantage. Find the setup that suits your riding before experimenting clicker-wise. To use the preload adjuster, you must turn the clicker all the way out (counterclockwise) and then count clicks back in. As a rule of thumb, four clicks on the adjuster equals 1mm of preload. Use the registry box VIN (Vehicle Identification Number) to save your preload adjustment. If you want to save settings with a different preload, then sign up another bike - you have up to five bikes in the PRO version of the app. For hardcore racing, these are Motocross Action’s recommended fork settings (when changed, stock settings are in parentheses): 2013 RMZ 450: https://motocrossactionmag.com/mxas-2013-suzuki-rm-z450-motocross-test-is-it-a-one-trick-pony/ Oil height:310cc in left leg, 310cc in right leg (350cc stock in right leg) Compression:15 clicks out (9 clicks out) Rebound:12 clicks out Preload adjuster: 6 clicks in Fork-leg height:5mm up 2014 RMZ 450 : Oil height:310cc in left leg, 350cc in right leg Compression: 15 clicks out (9 clicks out) Rebound: 12 clicks out Preload adjuster:All in (clockswise) Fork-leg height: Flush

Congratulations on having what Motocross Action Magazine refers as "the most complicated and difficult-to-tune forks ever made". Showa's TAC (Triple Air Chamber) Forks are short-lived. Namely, they were assembled on 2015-2018 KXF 450s, 2015-2017 CRF 250s, and 2015-2017 RMZ 450s. All the Japanese manufactureres went back to coil springs. The most important air pressure for you is the inner spring rate, because this is the one that you must set to suit your weight and riding style. Once you find out what air pressure works for you, use the balance-chamber pressure to fine-tune the feel of the forks: more air pressure in the balance chamber will make the forks feel softer; less air will make them stiffer. YES, YOU CAN USE THE APP. Use the VIN (Vehicle Identification Number) registry to write down your desired PSI for the inner spring rate which works for weight and riding style. If your weight experiences a change, sing up another bike with the PSI that works for that weight. Then, use the air pressure registry for the balance spring rate which is the one for fine-tuning the forks. Your track settings should have different data of the balance spring rate depending to the track. This is what the experts at Motocross Action Magazine claim: "These are the most complicated and difficult-to-tune forks ever made. Between their three different air pressures, 20 different compression and rebound settings and four different oil-height adjustments, a rider has 420,000 tuning combinations to work with. And once setup, they are good, but not great forks. If you want great forks, they come with springs (...)". On a personal note, the reason why the App does not have an extra registry for these models is related to our budget (sadly). We had to keep the App usable for the widest range of users, and we found out that very few people still own one of these models. So, long story short: we decided to let it go. The best advice we can give you is: go check MXA's test of your bike and use the settings they provide there, they surely are the best for your bike. The testing crew at MXA also notes that: "The inherent problem with air forks is that they are speed sensitive. A faster rider will run higher air pressures in the inner and balance chambers than a slower rider. Which means that suggested air pressures must always have an asterisk attached that is based on the rider’s speed, weight and track design. we have provided the air pressure settings below for Vet, Intermediate and Pro riders". In some of their tests, they provide the suggested air pressure for Vets, Intermediates, and Pros. Click on the desired link below for the complete info! 2015 KXF450: https://motocrossactionmag.com/2015-kawasaki-kx450f/ Inner spring rate: 160 psi (hard-core) 145 psi Outer spring rate: 10 psi (hard-core) 7.5 psi Balance spring rate: 170 psi (hard-core) 135 psi 2016 KXF450: https://motocrossactionmag.com/2016-mxa-race-test-everything-you-need-to-know-about-the-kawasaki-kx450f/ Inner spring rate: 160 psi (Vet), 174 psi (Intermediate), 185 psi (Pro) Outer spring rate: 14.5 psi Balance spring rate: 175 psi (Vet), 203 Intermediate/Pro) 2017 KXF 450: https://motocrossactionmag.com/mxa-race-test-2017-kawasaki-kx450f/ Inner spring rate: 138 psi (Vet), 152 psi (Intermediate), 167 psi (Pro) Outer spring rate: 16.5 psi Balance spring rate: 160 psi (Vet), 174 (Intermediate), 189 (Pro) 2018 KXF 450: https://motocrossactionmag.com/mxa-race-test-2018-kawasaki-kx450f/ Inner spring rate: 138 psi (Vet), 152 psi (Intermediate), 167 psi (Pro) Outer spring rate: 16.5 psi Balance spring rate: 160 psi (Vet), 174 (Intermediate), 189 (Pro) Good luck to you!

Congratulations on having what Motocross Action Magazine refers as "the most complicated and difficult-to-tune forks ever made". Showa's TAC (Triple Air Chamber) Forks are short-lived. Namely, they were assembled on 2015-2018 KXF 450s, 2015-2017 CRF 250s, and 2015-2017 RMZ 450s. All the Japanese manufactureres went back to coil springs. The most important air pressure for you is the inner spring rate, because this is the one that you must set to suit your weight and riding style. Once you find out what air pressure works for you, use the balance-chamber pressure to fine-tune the feel of the forks: more air pressure in the balance chamber will make the forks feel softer; less air will make them stiffer. YES, YOU CAN USE THE APP. Use the VIN (Vehicle Identification Number) registry to write down your desired PSI for the inner spring rate which works for weight and riding style. If your weight experiences a change, sing up another bike with the PSI that works for that weight. Then, use the air pressure registry for the balance spring rate which is the one for fine-tuning the forks. Your track settings should have different data of the balance spring rate depending to the track. Beware, though, that your Showa forks are different from those mounted on the 2015 Suzuki RM-Z450 and Kawasaki KX450F, in that the balance chamber is inside the left fork leg rather than in a piggyback chamber attached to the lower right fork leg. To access it, you have to remove the black plastic cover. This is what the experts at MXA claim: "These are the most complicated and difficult-to-tune forks ever made. Between their three different air pressures, 20 different compression and rebound settings and four different oil-height adjustments, a rider has 420,000 tuning combinations to work with. And once setup, they are good, but not great forks. If you want great forks, they come with springs (...)". On a personal note, the reason why the App does not have an extra registry for these models is related to our budget (sadly). We had to keep the App usable for the widest range of users, and we found out that very few people still own one of these models. So, long story short: we decided to let it go. The best advice we can give you is: go check MXA's test of your bike and use the settings they provide there, they surely are the best for your bike. The testing crew at MXA also notes that: "The inherent problem with air forks is that they are speed sensitive. A faster rider will run higher air pressures in the inner and balance chambers than a slower rider. Which means that suggested air pressures must always have an asterisk attached that is based on the rider’s speed, weight and track design. we have provided the air pressure settings below for Vet, Intermediate and Pro riders". In some of their tests, they provide the suggested air pressure for Vets, Intermediates, and Pros. Click on the desired link below for the complete info! 2015 CRF 250: https://motocrossactionmag.com/2015-test-ride-honda-crf250/ Inner chamber: 180 psi (hard-core) 174 psi Outer chamber: for2015, Honda only put Schrader valves on the inner and balance chambers*. Balance chamber: 170 psi (hard-core) 163 psi 2016 CRF 250: https://motocrossactionmag.com/mxa-race-test-2016-honda-crf250/ Inner chamber: 156 psi Outer chamber: 8 psi (hard-core) 12 psi Balance chamber: 156 psi 2017 CRF 250: https://motocrossactionmag.com/mxa-race-test-2017-honda-crf250/ Inner chamber: 156 psi Outer chamber: 8 psi (hard-core) 12 psi Balance chamber: 156 psi * The outer chamber orifice is plugged up. This SHOWA version of the SFF TAC fork doesn’t allow for outer chamber pressure adjustments. Honda recommends that the outer chamber be left untouched; however, it is possible to change the outer chamber pressure if you install an additional Schrader valve. Good luck to you!

Yes, of course! These forks use pressured air instead of a coil spring. The chambers reduce front-end weight by up to 750g and friction by 20%. Kawasaki’s air cap is under the brass screw and requires a special adaptor. The Kayaba PSF forks a can have their spring rate changed by the simple act of adding or removing air. If you are a heavy or light rider, these forks can be set up for you without having to replace the coil spring. BEWARE: Use the pump to set the air pressure, not for checking it. When you attach the pump to the fork’s Schrader valve, the air in the fork bleeds into the pump barrel, which lowers the air pressure at the gauge. MXA recommends: 1. You have to learn to feel what the correct air pressure feels like. Too little air will feel like a flat front tire. Too much air will make the forks feel harsh and bouncey. Word to the wise ? too little air is worse than too much. 2. Check the air pressure every time you go riding and also check the fork seals because they tend to wear out quickly. For hardcore racing, these are MXA’s recommended fork settings (stock settings are in parentheses): 2013 KXF 450: https://motocrossactionmag.com/mxas-2013-kawasaki-kx450f-motocross-test-the-sweetest-powerband-possible/ Spring rate: 35 psi Oil height: 245cc Compression: 11 clicks out Rebound:19 clicks out Fork leg height: 5mm up 2014 KXF 450: https://motocrossactionmag.com/mxas-2014-kawasaki-kx450f-motocross-test-indepth-comprehensive-and-thorough-kx450f-information/ Spring rate: 35 psi Oil height:245cc Compression: 11 clicks out Rebound: 19 clicks out Fork-leg height:5mm up

God bless ya. These air forks have a single air chamber on both forks that is adjusted via a Schrader valve. The Schrader valve is easily accessible compared to the high- and low-speed rebound adjusters that are placed directly under the handlebars. The rebound is best adjusted by taking the handlebars off. And yes, you can still use the app. Your forks have the rebound adjusters (high and low speed) on the top fork cap of the right fork leg and compression adjusters in the other. PSF-2 forks only use 35 psi of air pressure. To use Clickers MX App, which only has a single rebound speed registry, simply keep the adjusters even. For instance, if you increase the rebound speed on your forks, make sure that you repeat the adjustment on your forks for both high speed and low speed. Also, the shock in your bike has the rebound damping adjuster on the shock piggyback, so you don't have to squat to check rebound, however manufacturers have abandoned this positioning after many claims of being less sensitive to adjustments. BEWARE: Showa uses the word "TEN" for rebound speed, not "REB". We don't have a clue why, sorry. Use the pump to set the air pressure, not for checking it. When you attach the pump to the fork’s Schrader valve, the air in the fork bleeds into the pump barrel, which lowers the air pressure at the gauge. MXA recommends: The best setup trick is to adjust the high-speed compression to suit the biggest bumps and jumps on the track, and then use the low-speed compression adjuster to fill in the damping leading up to it. These forks are not easy to adjust. Manufacturers stopped using eventually, and currently nobody wants a bike with these on. Listen what Chris Keefer (Keefer Testing Inc.) has to say about them: According to Motocross Action Magazine, these forks work well for a wide range of riders. Most riders went down on the air pressure and out on compression. For hardcore racing, these are MXA’s recommended fork settings (stock settings are in parentheses): 2016 RMZ 250: https://motocrossactionmag.com/mxa-race-test-2016-suzuki-rm-z250/ Spring rate: 34 psi (35 psi) Compression (bottom of fork): 7 clicks out Hi-rebound (silver): 15 clicks out Lo-rebound (red): 16 clicks out Fork-leg height: Flush 2017 RMZ 250: https://motocrossactionmag.com/mxa-race-test-2017-suzuki-rm-z250/ Spring rate: 34 psi (35 psi) Compression (bottom of fork): 7 clicks out Hi-rebound (silver): 15 clicks out Lo-rebound (red): 16 clicks out Fork-leg height: Flush 2018 RMZ 250: https://motocrossactionmag.com/mxa-race-test-2018-suzuki-rm-z250/ Spring rate: 32 psi (35 psi) Compression (bottom of fork): 10 clicks out (7 clicks out) Hi-rebound (silver): 15 clicks out Lo-rebound (red): 16 clicks out Fork-leg height: Flush

Yes, of course! The spring preload is adjustable, which allows a wider range of adjustment for any level of rider. This means that the adjustment depends on your riding ability, so you must set up the preload to where you feel most comfortable, and leave it like that until your riding ability increases (or decreases due to injury). Just like with your SAG, use the preload adjuster and fork-leg height to your advantage. Find the setup that suits your riding before experimenting clicker-wise. To use the preload adjuster, you must turn the clicker all the way out (counterclockwise) and then count clicks back in. As a rule of thumb, four clicks on the adjuster equals 1mm of preload. Use the registry box VIN (Vehicle Identification Number) to save your preload adjustment. If you want to save settings with a different preload, then sign up another bike - you have up to five bikes in the PRO version of the app. For hardcore racing, these are Motocross Action’s recommended fork settings (when changed, stock settings are in parentheses): 2011 KX 250F: https://motocrossactionmag.com/2011-kawasaki-kx250f-motocross-test-kawasaki-dropped-the-carburetor-and-one-fork-leg-for-2011/ Spring preload:22 clicks out Compression: 8 clicks out (7 clicks out) Rebound:8 clicks out (10 clicks out) Fork leg height:7mm up 2012 KX 250F: https://motocrossactionmag.com/mxas-2012-kawasaki-kx250f-motocross-test-dual-fuel-injectors-are-the-future-kawasaki-got-there-first/ Compression:10 clicks out (8 clicks out) Rebound:9 clicks out (10 clicks out) Preload adjuster:16 clicks in Fork leg height: 5mm up 2013 KX 250F: https://motocrossactionmag.com/mxas-2013-kawasaki-kx250f-motocross-test-the-one-with-dual-fuel/ Compression:10 clicks out (8 clicks out) Rebound:10 clicks out (11 clicks out) Preload adjuster: 15 clicks in Fork leg height:5mm up 2014 KX 250F: https://motocrossactionmag.com/mxas-2014-kawasaki-kx250f-motocross-test-sometimes-you-love-something-in-spite-of-its-flaws-2/ Compression: 8 clicks out (9 clicks out) Rebound: 11 clicks out (12 clicks out) Preload adjuster: 15 clicks in (7 clicks in) Fork leg height: 5mm up 2015 KX 250F: https://motocrossactionmag.com/2015-test-ride-kawasaki-kx250f/ Compression: 6 clicks out (7 clicks out) Rebound: 11 clicks out (10 clicks out) Preload adjuster: 25 clicks in (8 clicks in) Fork leg height: 5mm up 2016 KX 250F: https://motocrossactionmag.com/mxa-race-test-2016-kawasaki-kx250f/ Compression: 15 clicks out (7 clicks out) Rebound: 10 clicks out Preload adjuster: All the way out (8 clicks in) Fork-leg height: 5mm up Notes: Fast riders on jump tracks will find the forks to be in the ballpark. Slower riders on rougher tracks will think they are too harsh. For Vets and Novices, we went all the way out on the compression clickers (and in some cases lowered the oil by 10cc in the left fork leg). 2017 KX 250F: https://motocrossactionmag.com/mxa-race-test-2017-kawasaki-kx250f/ Compression: 16 clicks out (8 clicks out) Rebound: 15 clicks out (16 clicks out) Fork-leg height: Standard Notes: The standard compression setting is stiff. Go out until you hit the sweet spot. (The sweet spot is jargon to refer to the middel of the stroke of your suspension). 2018 KX 250F: https://motocrossactionmag.com/mxa-race-test-2018-kawasaki-kx250f/ Preload: 6 clicks in (11 clicks in) Compression: 18 clicks out (8 clicks out) Rebound: 14 clicks out (16 clicks out) Fork-leg height: Standard Notes: There is a midrange harsh spot that you need to manage. We softened up the preload and compression to work through it. 2019 KX 250: https://motocrossactionmag.com/mxa-race-test-the-real-test-of-the-2019-kawasaki-kx250/ Preload: 6 clicks in (11 clicks in) Compression: 18 clicks out (8 clicks out) Rebound: 14 clicks out (16 clicks out) Fork-leg height: Standard Notes: There is a mid-stroke harsh spot that you need to manage. We softened up the preload and compression to try and work through it, but never found a happy place. Pro Circuit solved the problem we couldn’t.

Yes, of course! Your suzuki has that Balance Free Rear Suspension (BFRS) shock. The BFRC shock does not have a high-speed compression adjuster. Both compression and rebound adjusters are mounted on the piggyback and labeled “Ten” for rebound and “Com” for compression. These adjusters do not count clicks - they work like the high speed compresion adjuster in any other shock: with turns. SOLUTION: use the HSC and LSC in the app mirror-wise. The app uses quarters of a turn for HSC. Use each quarter of a turn as a click in the LSC. This is what the good folks at Motocross Action Magazine have to say about it: "The problem is that Suzuki’s BFRC shock isn’t well damped. Its shim stacks are not properly configured. It moves too freely, and harnessing the loose feeling uses up most of the available clicker settings (noting that the clickers on the BFRC shock do not click). The result is what test riders referred to as “wobble,” “wallow,” “waggle” and “see-saw”, all referencing the shock’s unwillingness to take a set unless the rear tire was hooked up and driving. " The BFRC shock does not have a high-speed compression adjuster. Additionally, there is no rebound adjuster under the shock. Both compression and rebound adjusters are mounted on the piggyback and labeled “Ten” for rebound and “Com” for compression. Consumers shouldn’t be guinea pigs for a stink-bug rear end and a loose-feeling shock setup. It should be noted that the compression and rebound are adjusted by counting turns on the bleed screws, not by clicks. The BFRC shock does not have a high-speed compression adjuster. Additionally, there is no rebound adjuster under the shock. Both compression and rebound adjusters are mounted on the piggyback and labeled “Ten” for rebound and “Com” for compression. For hardcore racing, these are MXA’s recommended shock settings (stock settings are in parentheses). 2018 Suzuki RM-Z450: https://motocrossactionmag.com/mxa-race-test-2018-suzuki-rm-z450/#:~:text=It's%20just%20right%20for%20a,changes%20to%20the%202018%20engine. Compression: 1 turn out (1.5 turns out) Rebound: 1 turn out (3 turns out) Race sag: 105mm (108mm) 2019 RMZ 450: https://motocrossactionmag.com/mxa-race-test-the-real-test-of-the-2019-suzuki-rm-z450/#:~:text=We%20have%20gone%20so%20far,terms%20of%20horsepower%20and%20torque. Compression: 1 turn out (1.5 turns out) Rebound: 1 turn out (3 turns out) Race sag: 108mm (105mm) 2020, 2021, 2022, 2023 and onwards (until further notice from SUZUKI) RMZ 450: https://motocrossactionmag.com/mxa-2020-suzuki-rm-z450/ Compression: 1 turn out (1.5 turns out) Rebound: 1 turn out (3 turns out) Race sag: 105mm (108mm) MXA's Note for all models here: "We hated the high-in-the-rear layout of the 2018 RM-Z450. We tried lowering it with extra race sag, but it made both ends harsher. We eventually ran a 1mm-longer shock linkage, which lowered the rear of the bike and stiffened the initial shock damping. We recommend the link".

Yes, of course! The spring preload is adjustable, which allows a wider range of adjustment for any level of rider. This means that the adjustment depends on your riding ability, so you must set up the preload to where you feel most comfortable, and leave it like that until your riding ability increases (or decreases due to injury). Just like with your SAG, use the preload adjuster and fork-leg height to your advantage. Find the setup that suits your riding before experimenting clicker-wise. To use the preload adjuster, you must turn the clicker all the way out (counterclockwise) and then count clicks back in. As a rule of thumb, four clicks on the adjuster equals 1mm of preload. Use the registry box VIN (Vehicle Identification Number) to save your preload adjustment. If you want to save settings with a different preload, then sign up another bike - you have up to five bikes in the PRO version of the app. For hardcore racing, these are Motocross Action’s recommended fork settings (when changed, stock settings are in parentheses): 2013 RMZ 250 https://motocrossactionmag.com/mxas-2013-suzuki-rm-z250-motocross-test-a-good-solid-2013-race-bikelooking-or-the-right-kind-of-rider/ Compression: 8 clicks out (11 clicks out) Rebound: 9 clicks out Preload: 6 clicks in 2014 RMZ 250 https://motocrossactionmag.com/mxas-2014-suzuki-rm-z250-motocross-test-a-very-good-bike-that-could-be-a-great-bike-with-a-little-tlc-at-the-factory/ Compression: 8 clicks out (11 clicks out) Rebound: 12 clicks out (9 clicks out) Preload: 6 clicks in 2015 RMZ 250 https://motocrossactionmag.com/2015-test-ride-suzuki-rm-z250/ Compression: 8 clicks out (11 clicks out) Rebound: 12 clicks out (9 clicks out) Preload: 6 clicks in For all of the above, fork-leg height: Flush with top clamp Notes: The RM-Z250 is very sensitive to fork-leg height. We found that running the forks flush with the top triple clamp balanced the suspension and fixed the minor headshake that we experienced through fast and rough sections. We also tightened the steering stem to prevent excessive headshake. Note that when the forks are new, they need about an hour of ride time before they properly break in.