Gold Valves have been around for many years now and have been proven time and time again to be successful in providing desirable suspension outcomes. Many races and in fact, championships have been won on the back of Gold valve performance. All suspension tuners will attempt to manipulate oil flow within forks and shock absorbers to achieve greater levels of performance. A very basic adjustment would be to simply alter oil viscosity for a desired effect. A valve assembly consists of two critical parts.
The valve body or piston and the shimstack. The shimstack consists of thin metal discs made from spring steel, which are generally of varying thicknesses and diameters. The shimstack is designed to place a spring force against the oil flow creating damping. By altering the quantity, diameter or thickness of the shims the damping rates can be adjusted to better suit the demands of the rider. The limitation with simple revalving however is that the tuner is limited to the parameters of the stock piston design.
By replacing the stock piston with a Gold Valve we can now exceed those limitations and extend our tuning capability. When it comes to manipulating oil flow, piston design is key. The very force that a shimstack will experience is determined by the dimension of the piston port area.
Larger ports are desirable where less progression is required. Smaller ports for more progression.
Progression is a word whose sound is better than its meaning. We all like the sound but in fact we can get too much of a good thing. In suspension terms we transition from soft to hard.
Gold valves come in a range of flow rates to enable any tuner to achieve the most appropriate outcome for the rider. The latest incarnation from Race Tech is the G2R valve with tunable port dimension. This valve body provides the ability to not only tune port dimension but also allows for preloading and negative preloading of the shimstack.
Very useful for Supercrossmotard and road race situations. The valve allows maximum tunability leading naturally to maximum performance. This is very exciting for me as a tuner.
We promise to never spam you, and just use your email address to identify you as a valid customer. This product hasn't received any reviews yet.
Be the first to review this product! All prices are in AUD. Sitemap Powered by BigCommerce.The idea was to provide a more progressive damping curve, eliminating harshness and drastically improving the action of these forks.
Finally, WP made some decent forks. Are they perfect, NO. They still need to be tuned for your specific parameters. Just because you can change spring rate does not mean that they work for all situations. In fact, because all dampening is in one fork leg and there is only one adjuster for each direction of travel, these forks really need to be spot on internally.
We have the answers For those who would like a linear spring effect instead of the ramped up resistance of air, we offer a spring conversion kit that replaces the AER cartridge in the left fork. Action is more consistent through the stroke and does require different valving to work properly.
In addition, the spring will never fail during a race like an air cartridge can. The NEW xplor forks are simple but lack sufficient damping to be taken seriously. Luckily, we have the answer. The internals are custom tuned to your skill and riding conditions and our proprietary APS compression valve is installed for more controlled action. This is the best set up for these forks, plush initial travel that gets progressively stiffer as it goes through the stroke.
Beware of pretenders, trust Dicks Racing to deliver results you can count on. This option labeled "APS" is a completely different design than current systems being used.
Take your riding to the next level
The name refers to Advanced Progressive System which allows for multiple rates of compression damping. Super plush initial travel, yet gradually stiffer through the stroke with incredible resistance to bottoming.
This not only allows for more specific adjustment, but also offers the ability to adjust compression and rebound while riding.
This is the choice of serious trail riders and racers alike. Now you can have the same fork system that up until now has only been available for KTM. This set-up was featured in Dirt Bike Magazine on a Betasee the reviews section for that test. This is a separate service from the modifications above.
If this hasn't been done recently, be sure to request it. To keep costs low, we don't just do it automatically.
For those who are verticaly challenged, Dicks Racing has the answer. Shortened suspension. As expected, we do it right. Special Travel limiting spacers are installed in your forks and shock, complete revalve service is performed, springs are shortened, and then reassembled with fresh oil.
The reduction can be reversed when it comes time to sell it, no problem. We have over 30 years of experience and do the testing required to achieve the best possible results.
K-Tech Suspension ORVS Fork Piston Kit
The correct spring rate is determined and matched rebound valving is installed. A seperate service from revalving. All wear items are replaced and carefully reassembled. Be cool. If you are experiencing shock fade, this is the answer. Converts the stock piston set-up to a bladder with black reservoir.The WP XPlor 48 uses a 12mm damper rod, 23mm cartridge tube and 28mm base valve, just like the previous open-cartridge fork.
It also uses the same three-port base valve and mid valve on the right leg. Despite several revisions, it just never made the grade. Testers complained of a lack of damping allowing it to blow through the stroke when riding at pace. Making matters worse was the fact that most fans of the Austrian enduros preferred the more mundane 48mm open-cartridge WP fork fitted on the cheaper KTMs. WP was stung into action after the 4CS proved unpopular, and came up with the next big thing in suspension technology and Mattighofen decided to run it on both brands.
So how did WP turn the table and end up getting it so right? It also uses the same three-port base valve and mid valve on the right-hand, rebound fork leg. Both forks also use unsealed and unpressurised inner cartridges, unlike the WP closed-cartridge motocross range.
The old open-cartridge fork has rebound adjusters on the caps of both legs which control oil flow through the mid valve and adjust rebound damping.
The bottom plugs have compression adjusters that control oil flow through the base valve and adjust compression damping. The XPlor fork legs are not symmetrical and only have adjusters on the caps. There are no adjusters on the bottom. It uses stiff valving to control the rebound valving in that one leg. The compression damping is adjusted through a fixed-orifice valve. A plunger inside the valve is adjusted up or down by the knob on the left fork cap to change the valve port size.
This valve is not progressive and the flow does not change due to the force applied, the way a shim valve does. It has little effect on low-speed damping. The XPlor fork has holes cross-drilled into the top of the compression cartridge to reduce pressure differentials. These holes actually reduce the amount of damping it can produce.
Just like the open-cartridge fork, the XPlor 48 has springs in both legs and they are filled with fork oil. Cosmetically the big difference is the position of the adjusters. The KTM version of the XPlor 48 has no external spring preload adjustment but the Husqvarna one has three-position preload adjusters on the top of each leg.
These adjusters can actually get in the way if you want to run fork bleeder valves. I have seen a few guys cut a corner off the triangular adjusters with a grinder so they can run bleeders. This is a question I get asked regularly, but there is a simple answer. It really all comes down to reliability on a trailbike or enduro. Air forks need to hold pressure in a cartridge for the front of the motorcycle to stay up.
If a spring fork has one of these problems, then the bike can still be ridden home.Kreft Moto has identified the following performance issues with the stock XPlor shock:. Overactive top-out behavior is reminiscent of previous PDS shock designs, creating a "kick" on rollers and whoops, and exaggerating fork dive. Smaller 46mm shock body has reduced fluid volume, making it vulnerable to overheating and fade. Want more info? Watch our video review of the stock XPlor suspension. Certainly it is a stronger starting point than the stock XPlor fork.
We were able to successfully address each problem area without the need for a major design revision as was required for the XPlor fork.XPlor Revalve Control
Dished main piston creates a solid platform for aggressive riding. Reduced high speed compression for square-edge bump compliance. Rebound damping curve designed to control top-out motion without causing packing. Custom valving setting optimized for your terrain, speed, riding style, height, and weight.
Designed for use with the Kreft Xplor Revalve Control fork. Your shock is completely disassembled, cleaned, and restored to like-new condition. Wear parts, like bushings and seals, are replaced with top-quality parts. Stock XPLOR PDS Shock Kreft Moto has identified the following performance issues with the stock XPlor shock: Poorly balanced with the XPlor front suspension Lacks compliance on square-edged obstacles Overactive top-out behavior is reminiscent of previous PDS shock designs, creating a "kick" on rollers and whoops, and exaggerating fork dive Bouncy character exacerbates chassis fore-aft stability Smaller 46mm shock body has reduced fluid volume, making it vulnerable to overheating and fade Want more info?
Our XPlor PDS shock setup includes the following modifications: Designed to be paired with the Kreft XPlor Revalve Control fork Dished main piston creates a solid platform for aggressive riding Reduced high speed compression for square-edge bump compliance Rebound damping curve designed to control top-out motion without causing packing High viscosity-index shock fluid for heat stability. Start the Process:.Race Tech on Facebook.
Race Tech has invested countless hours into engineering, testing, and development in order to create the ultimate motocross suspension packages available. We have highly developed setups for Motocross, Cross Country, and Desert as well as ones for recreational Trial Riders.
Building a high quality engine requires a combination of state-of-the-art equipment and experienced, knowledgable technicians. Race Tech provides quality, precision engine services using the best equipment and processes in the industry. The staff at Race Tech has over 65 years of championship-winning engine building and tuning experience formally educated by the world's most renowned engineers.
We are providing these precision services for all the engine builders and tuners out there. The first step to great handling is selecting proper spring rates front and rear. With over Hi-Performance Springs to choose from, Race Tech is almost guaranteed to have the spring you need. Through years of testing and manufacturing experience, Race Tech has developed a full line of Hi-Performance Springs using the finest materials and processes.
RT Springs have the highest stiffness-to-mass ratio in the industry; making them extremely light weight for their particular rate. Want a custom color?
Gold Valves have an improved flow design that dramatically reduces harshness while actually increasing bottoming resistance as shown with data acquisition. These Kits can be installed by individuals interested in understanding and tuning their own suspension or they can be installed by a Race Tech Center or Race Tech's Service Department.
The Kits include Valving Charts and Valving Shims to allow a custom setup for a specific rider and conditions. No matter what modifications are attempted, the stock valves will never perform with precision or control. If you race or simply want the best, Race Tech's Rebound Gold Valves are the solution to improved traction.
Used by major factory teams, these valves increase flow area, putting valving control on the shim stack instead of the piston. This results in outstanding tuneability, improved control and traction. You may install the kit yourself, send it to Race Tech, or send to your local Race Tech Center for installation. The G3-LD Gold Valve design creates better flow allowing improved bottoming resistance, plushness, control and traction as well as increased tuneability.
Available for most forks. Most riders prefer the feel of a coil spring over an air spring. These kits are designed to transform your air forks into an SFF single function fork style coil spring fork.To ride it in some of our testing areas you must have a spark arrestor, and since the machine comes with an excellent, albeit straight muffler, this was our lone mod to the power side of the Most of our staff considers the power output as close to ideal.
In some circumstances there was a lean spot or tinny portion of the performance that the higher-end riders felt. Our major thrust this month was to get the suspension to react and embrace more than a slow-speed rocky river bed.
We want it to work in whoops, in craggy rocks, off fallen logs and higher-speed G-outs. In stock trim the XPlor fork is plush, but it dives hard under braking, wallows in the sand, despises whoops and everyone over pounds made the bike look squished and low.
Our second goal was to fit it with some of the hardware to ward off customer abuse due to extreme conditions. This includes guards, tires and flat fighting.
Overall, every mod we bolted on or had modified performed supremely. It features a simplified adjuster design, putting the compression on top of the left fork and the rebound on the right.
As we have stated before, the negatives are excessive diving under braking, harsh on square-edged hits, a wallowy feel at speed and it bottoms too easily. Kreft replaces the standard compression adjuster, stating that it lacks shims, is not speed-sensitive and cannot produce the necessary low-speed damping needed.
Kreft also notes that the drilled holes in the left cartridge are an attempt to reduce fork harshness. They redistribute the damping between both legs for hydraulic efficiency and then fit it with their re-valve control adjuster. Finally, a traditional compression adjuster is added to the bottom of the left fork leg, and they seal the holes in the left cartridge. The re-valve control offers a huge range of adjustability and affects the low- mid- and high-speed damping.
The progressive part of the Progressive Damping System PDS is a smaller-diameter secondary piston that enters a matching cup at the end of the shock stroke.
It produces additional compression damping when this piston enters the cup. This design is an update to the previous-generation PDS shock, which used two pistons of equal diameter and a needle to engage the secondary piston. When mated to the Xplor fork, there is a balance issue, as the shock is stiffer than the fork. The feeling is that the shock overrides the front control and action is a see-saw affair, so a planted feel is a pipe dream.
Kreft re-valved the Xplor WP shock so that it would react to rider input to the fork setup in a balanced fashion. Also, the springing of the shock is critical.The CONE VALVE technology replaces the classic shim stack design of conventional suspension forks and improves the smooth and turbulence-free oil flow through the damping piston by using a conical valve. This enables a linear damping performance with stiffer tunings without loss of comfort for the rider.
Different cone sizes and adjustment options allow the damping performance to be individually adapted for every situation.
Benefits Lightweight construction More comfort when using harder set-ups All adjustments made externally No sealing surface so minimum drop of pressure after valves opens Unlimited opening up of WP Cone Valve so harshness reduced No shims, therefore no loss of damping because of bent shims HQ coating. Fully adjustable compression and rebound damping allows individual optimization for each rider and their style of riding.
Compression - Dirt 28/23 mm x 6mm 2C + 2R WP XPLOR 17-18- FMGV 2823XC