Vital MX Forum QNA: Ross Maeda

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Ross Maeda
Henry_Van
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Henry_Van 4/21/2016 6:07pm
4/21/2016 6:07pm
Ross I currently use Enzo Craig is an awesome guy just want your opinion on the Ktm air forks I'm getting a 350 that's probably going to be equipped with them 2017 thanks
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brimx153 4/21/2016 6:40pm
4/21/2016 6:40pm
brimx153 wrote:
thanks for doing this Ross . I find that running more reb damping in the forks ,really helps me when turning . problem i have ,is...
thanks for doing this Ross . I find that running more reb damping in the forks ,really helps me when turning . problem i have ,is when i run the reb damping the way i like to make the bike turn . The fork will pack over braking bumps ,and feel harsh over bumps. What would be the best way i could use more reb damping but still get the fork to be nicer over the bumps .(i know its kind of a compromise) should i run more damping to keep the fork higher in the stroke . or less damping to make the first part of travel soft , and maybe add oil to stiffen the mid to full travel .

I find that i cant find a happy medium . i can make the bike turn well with the slow reb . or go over bumps great with faster reb . just cant find a happy medium .

also would running faster reb or comp on the shock allow me to maybe get away running quicker reb on the front .and give me the front end feel i am looking for .

thanks a mill ,hope that makes sense ps iam 220 pounds on a rmz450 , to me the bike alway s feels low in the front ,i have a 6.0 spring in the back and 5.2 in the front
Ross Maeda wrote:
I have an idea about what you are talking about, and unfortunately, you are experiencing the compromise of suspension tuning. What makes one thing work really...
I have an idea about what you are talking about, and unfortunately, you are experiencing the compromise of suspension tuning. What makes one thing work really well, the same thing hurts the performance in another area and there is not always a way of getting the best of both worlds. If you are talking about running the rebound adjuster really strong, it will create more rebound, and when you release the front brake after heavy braking, it will prevent the front end from "popping up", stabilizing the action when cornering. But running the rebound damping adjustment in tight also increases the low speed compression, so that is where you get the harshness from. From the tuning point of view, the rebound damping may be on the soft side when used with a strong spring, but also you may need to go up on the compression to calm the rebound action down.
yea thats exactly it .when i release the front brake after heavy braking to try and keep it from "popping up" .Do you mean a stronger shim stack on the rebound damping in the mid valve . same with compression on the mid valve or compression on the top of the fork

thanks a million for answering , in two word s "popping up" you have said what i have trying to describe to other tuners .but none of them understood
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Frodad78 4/22/2016 4:52am
4/22/2016 4:52am
Good Morning!

I've received from good info from the Vital Crew lately on an issue I'm having but I thought I'd run it by you as well.

The forks on the 2005 YZ125 apparently came with too much Preload, The common fix was spacers. We did the spacers last year because I was having Headshake issues as well initial harshness on square edged bumps. Well the headshake and harsness is back again as I've got myself in shape and I'm pushing things a bit further. I can still hear the springs rattle when I put the bike up on the stand

Sag is now at 103, Fork tube runout is 5mm. I'm 160 lbs riding with the stock springs.

I guess in my head the correct fix would be a longer spring? Does anyone sell one or do you know of a spring that would be the correct length?

Any info you could offer would be greatly appreciated! Thank you!
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ML512 4/22/2016 10:06am
4/22/2016 10:06am
Two more...

One, the picture of you and Shaun Palmer had me chuckling a little... How much did you work with Palmer and what did you think of the crazy guy?

Two, what was the most interesting track you tested at or rode outside of the US?

The Shop

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Mit12 4/22/2016 10:25am
4/22/2016 10:25am
Ross
I want to thank you for doing this. You have put in the time and effort to give detailed answers. I will say that you have gone above and beyond expectations. Nice to see that you are still the same guy that took the time to help me with not only my suspension but also with my riding. You are a class act.

Tim Foster
Ross Maeda
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Ross Maeda 4/22/2016 10:39am
4/22/2016 10:39am
brimx153 wrote:
thanks for doing this Ross . I find that running more reb damping in the forks ,really helps me when turning . problem i have ,is...
thanks for doing this Ross . I find that running more reb damping in the forks ,really helps me when turning . problem i have ,is when i run the reb damping the way i like to make the bike turn . The fork will pack over braking bumps ,and feel harsh over bumps. What would be the best way i could use more reb damping but still get the fork to be nicer over the bumps .(i know its kind of a compromise) should i run more damping to keep the fork higher in the stroke . or less damping to make the first part of travel soft , and maybe add oil to stiffen the mid to full travel .

I find that i cant find a happy medium . i can make the bike turn well with the slow reb . or go over bumps great with faster reb . just cant find a happy medium .

also would running faster reb or comp on the shock allow me to maybe get away running quicker reb on the front .and give me the front end feel i am looking for .

thanks a mill ,hope that makes sense ps iam 220 pounds on a rmz450 , to me the bike alway s feels low in the front ,i have a 6.0 spring in the back and 5.2 in the front
Ross Maeda wrote:
I have an idea about what you are talking about, and unfortunately, you are experiencing the compromise of suspension tuning. What makes one thing work really...
I have an idea about what you are talking about, and unfortunately, you are experiencing the compromise of suspension tuning. What makes one thing work really well, the same thing hurts the performance in another area and there is not always a way of getting the best of both worlds. If you are talking about running the rebound adjuster really strong, it will create more rebound, and when you release the front brake after heavy braking, it will prevent the front end from "popping up", stabilizing the action when cornering. But running the rebound damping adjustment in tight also increases the low speed compression, so that is where you get the harshness from. From the tuning point of view, the rebound damping may be on the soft side when used with a strong spring, but also you may need to go up on the compression to calm the rebound action down.
brimx153 wrote:
yea thats exactly it .when i release the front brake after heavy braking to try and keep it from "popping up" .Do you mean a stronger...
yea thats exactly it .when i release the front brake after heavy braking to try and keep it from "popping up" .Do you mean a stronger shim stack on the rebound damping in the mid valve . same with compression on the mid valve or compression on the top of the fork

thanks a million for answering , in two word s "popping up" you have said what i have trying to describe to other tuners .but none of them understood
Yes, try having the fork revalved stronger in the rebound stack so it will allow you to run the adjustment open more. The same with compression, probably with the mid speed valve.
Ross Maeda
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Ross Maeda 4/22/2016 10:48am
4/22/2016 10:48am
Colomxer wrote:
Hi Ross,
When going up two or three rates on fork springs does it make any sense to go to a lighter pressure spring? (SSS fork)
Not really.
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brimx153 4/22/2016 11:08am
4/22/2016 11:08am
Ross Maeda wrote:
I have an idea about what you are talking about, and unfortunately, you are experiencing the compromise of suspension tuning. What makes one thing work really...
I have an idea about what you are talking about, and unfortunately, you are experiencing the compromise of suspension tuning. What makes one thing work really well, the same thing hurts the performance in another area and there is not always a way of getting the best of both worlds. If you are talking about running the rebound adjuster really strong, it will create more rebound, and when you release the front brake after heavy braking, it will prevent the front end from "popping up", stabilizing the action when cornering. But running the rebound damping adjustment in tight also increases the low speed compression, so that is where you get the harshness from. From the tuning point of view, the rebound damping may be on the soft side when used with a strong spring, but also you may need to go up on the compression to calm the rebound action down.
brimx153 wrote:
yea thats exactly it .when i release the front brake after heavy braking to try and keep it from "popping up" .Do you mean a stronger...
yea thats exactly it .when i release the front brake after heavy braking to try and keep it from "popping up" .Do you mean a stronger shim stack on the rebound damping in the mid valve . same with compression on the mid valve or compression on the top of the fork

thanks a million for answering , in two word s "popping up" you have said what i have trying to describe to other tuners .but none of them understood
Ross Maeda wrote:
Yes, try having the fork revalved stronger in the rebound stack so it will allow you to run the adjustment open more. The same with compression...
Yes, try having the fork revalved stronger in the rebound stack so it will allow you to run the adjustment open more. The same with compression, probably with the mid speed valve.
thats great thanks a million .
Ross Maeda
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Ross Maeda 4/22/2016 11:15am
4/22/2016 11:15am
Frodad78 wrote:
Good Morning! I've received from good info from the Vital Crew lately on an issue I'm having but I thought I'd run it by you as...
Good Morning!

I've received from good info from the Vital Crew lately on an issue I'm having but I thought I'd run it by you as well.

The forks on the 2005 YZ125 apparently came with too much Preload, The common fix was spacers. We did the spacers last year because I was having Headshake issues as well initial harshness on square edged bumps. Well the headshake and harsness is back again as I've got myself in shape and I'm pushing things a bit further. I can still hear the springs rattle when I put the bike up on the stand

Sag is now at 103, Fork tube runout is 5mm. I'm 160 lbs riding with the stock springs.

I guess in my head the correct fix would be a longer spring? Does anyone sell one or do you know of a spring that would be the correct length?

Any info you could offer would be greatly appreciated! Thank you!
I'm not sure I understand what your problems are. If you have the proper spring rate, then possibly you need to modify the valving a bit. Your complaints of headshake and harshness could be preload related, but a longer spring would preload the spring more and you may need less if you are experiencing those things.
Ross Maeda
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Ross Maeda 4/22/2016 11:39am
4/22/2016 11:39am
ML512 wrote:
Two more... One, the picture of you and Shaun Palmer had me chuckling a little... How much did you work with Palmer and what did you...
Two more...

One, the picture of you and Shaun Palmer had me chuckling a little... How much did you work with Palmer and what did you think of the crazy guy?

Two, what was the most interesting track you tested at or rode outside of the US?
I met Shaun when I was working with Phil Lawrence. I had no idea who he was, but I thought he was really a lot of fun. I did some SX suspension for him and he ended up qualifying for a main event in LA. Later that night, I heard a bike running wide open in the pits and I saw a crowd of people around Shaun doing a burnout on his 125!

2. Probably the craziest track I ever rode on was in Brazil. I remember thinking that it was a bunch of wild free riding ideas put onto a motocross track. There was a long, steep downhil, and about 15 feet before the edge, they built a big steep jump. You would hit this jump and it would throw you high in the air, then the downhil after it would allow you to stay in the air for about 5 seconds! It was super hairy, but actually pretty safe and fun.
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Henry_Van 4/22/2016 1:34pm
4/22/2016 1:34pm
Guess where not answering any Ktm questions?
Ross Maeda
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Ross Maeda 4/22/2016 2:38pm
4/22/2016 2:38pm
Henry_Van wrote:
Guess where not answering any Ktm questions?
what is your question?
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Ted722 4/22/2016 3:12pm
4/22/2016 3:12pm
Ross,
- Any other road trip or testing stories that involved any Northern Cal. riders or tracks?

- Did you have a favorite track up here?
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Henry_Van 4/22/2016 3:21pm
4/22/2016 3:21pm Edited Date/Time 4/22/2016 3:23pm
I didn't see any response to my earlier response or one that someone else posted about a Ktm sxf 350 im possibly considering a 2017 witch my have the air fork and was wondering what you think about the Ktm air forks and if you could make them better and spare me the dough of cone vavles thanks your opinion is highly valued
Ross Maeda
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Ross Maeda 4/22/2016 3:38pm
4/22/2016 3:38pm
Ted722 wrote:
Ross,
- Any other road trip or testing stories that involved any Northern Cal. riders or tracks?

- Did you have a favorite track up here?
I went up to a track called CROWN 9 I think back in the late 70's that was pretty fun. I think that was probably the funnest track I rode up there. Also Mountain High in Fresno I think. A story from NorCal, I remember going testing with Darryl Schultz (when he was with Team Suzuki) up north once, but I don't remember the track. Donny Cantaloupi was testing there the same day, and Bevo Forte was his mechanic. At the end of the day, Donny left and Bevo was packing up. Bevo started the bike and was riding it around for some reason in short pants and no helmet. He ended up crashing and breaking his ankle. One of the SUZUKI mechanics took him to the hospital, and another one was going to take me to the airport to fly home. We had some time, so we went by the hospital to see Bevo. Bevo didn't have to have surgery, so he was going to be released shortly with his ankle set and in a cast. But he couldn't drive, and his boxvan was still at the track. So Bevo BEGGED me to drive him and his YAMAHA boxvan back to Orange where he was living at Scott Gillman's house instead of flying. I HATE to drive, but I agreed to do it. So I drove 5 hours back to SoCal with Bevo passed out in the sleeper with his stinky feet! I remember almost falling asleep several times, and started eating anything Bevo had in the cab. Finally as a last resort, I found some Copenhagen chew, and although I would pick up the habit later, I decided to try it in hopes it would keep me awake. Instead, it almost made me puke! But it kept me awake....
Ross Maeda
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Ross Maeda 4/22/2016 3:50pm
4/22/2016 3:50pm
Henry_Van wrote:
I didn't see any response to my earlier response or one that someone else posted about a Ktm sxf 350 im possibly considering a 2017 witch...
I didn't see any response to my earlier response or one that someone else posted about a Ktm sxf 350 im possibly considering a 2017 witch my have the air fork and was wondering what you think about the Ktm air forks and if you could make them better and spare me the dough of cone vavles thanks your opinion is highly valued
The testing that my workers have done with the WP airfork has been very positive this year. PERSONALLY, I am not a big fan of single sided spring/damping design, so my opinion on the design is not so positive. But the performance for our customers has been good on them.
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ocscottie 4/22/2016 3:56pm
4/22/2016 3:56pm
Ross, no question, just wanted to say that you are a true inspiration and a hero for what you have overcome, keep up the good fight brother. I know how tough the day to day struggles we have to deal with (im also an oldschool T4-5 para, 30+ years now) and for you to continue chasing your dreams stokes me out. Keep rolling on! Cool
Underground 4/22/2016 5:16pm
4/22/2016 5:16pm
Hi Rossi, I first got to hear about your work through Mad Mike's old mechanic who's busy doing some technical coordinating these days for another team, and had the chance to try and compress some of Mikes forks once which blew me away at the stiffness back then in those early days of FMX.
My question for you is I can get pretty good results modifying KYB and Showa stuff but have always struggled with WP forks, no matter what I try. Any pointers? The earlier part on mid valve was good and got me thinking in a different way I hadn't before. Thanks.

Pit Row

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Henry_Van 4/22/2016 5:21pm
4/22/2016 5:21pm
Thanks Ross guess I'll try it worse case cone valves
ML512
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ML512 4/22/2016 5:46pm
4/22/2016 5:46pm
What was your first experience with setting up Supercross-specific suspension?
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slipdog 4/22/2016 6:00pm
4/22/2016 6:00pm
slipdog wrote:
Would you explain the theory behind the Enzo shock sub tank I remember seeing on a KTM 250 magazine test back around 2002ish? Was the intent...
Would you explain the theory behind the Enzo shock sub tank I remember seeing on a KTM 250 magazine test back around 2002ish? Was the intent to manipulate the pressure rise in the bladder similar to the fork sub tank or just a way to increase the overall nitrogen volume and what was the reason you did not put that out to the public like FC has done?
I'm still interested in your shock sub tank.
Matt Fisher 4/22/2016 6:49pm
4/22/2016 6:49pm
Henry_Van wrote:
I didn't see any response to my earlier response or one that someone else posted about a Ktm sxf 350 im possibly considering a 2017 witch...
I didn't see any response to my earlier response or one that someone else posted about a Ktm sxf 350 im possibly considering a 2017 witch my have the air fork and was wondering what you think about the Ktm air forks and if you could make them better and spare me the dough of cone vavles thanks your opinion is highly valued
Ross Maeda wrote:
The testing that my workers have done with the WP airfork has been very positive this year. PERSONALLY, I am not a big fan of single...
The testing that my workers have done with the WP airfork has been very positive this year. PERSONALLY, I am not a big fan of single sided spring/damping design, so my opinion on the design is not so positive. But the performance for our customers has been good on them.
That's interesting. What about single sided systems do you not care for?
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mxjeff575 4/23/2016 8:13am
4/23/2016 8:13am
Hi Ross thanks for doing this. This is one of the most interesting and informative threads I've read. I always read in magazine tests "the suspension works pretty good once it gets broken in" or "at the 5 hour mark the shock starts working good". I've felt this on new bikes I've owned, where after 3-7 hours the suspension loses that "dead" feel and starts to feel better. WHAT causes this? What is changing? And how do the pro riders compensate for this, as I am under the impression their suspension is totally rebuilt every few hours?
Ross Maeda
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Ross Maeda 4/23/2016 4:25pm
4/23/2016 4:25pm
ML512 wrote:
What was your first experience with setting up Supercross-specific suspension?
The first SX specific suspension I build on my own was in the mid 80's. At first I was basically just increasing spring rates and compression damping mildly. But as time went on, I started doing more radical changes testing with riders and getting good feedback which encouraged me to do more and more. I think I had a pretty good handle on what to do and how far I could go by 1994-95. The works components were different in design than production components at this time, but I was concentrating on production designs because I was limited to what I was allowed to do with the factory stuff. In 1996 I worked with Phil Lawrence on a private Kawasaki KX250 (non-factory) and I built him some SX settings in production components using my more radical ideas, and he got second behind Jeremy McGrath in the opening race in Florida. He went on to have a good season that year. That was when I realized what I had and I was confident enough to pass it on to KYB Japan.
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Ross Maeda 4/23/2016 4:37pm
4/23/2016 4:37pm
mxjeff575 wrote:
Hi Ross thanks for doing this. This is one of the most interesting and informative threads I've read. I always read in magazine tests "the suspension...
Hi Ross thanks for doing this. This is one of the most interesting and informative threads I've read. I always read in magazine tests "the suspension works pretty good once it gets broken in" or "at the 5 hour mark the shock starts working good". I've felt this on new bikes I've owned, where after 3-7 hours the suspension loses that "dead" feel and starts to feel better. WHAT causes this? What is changing? And how do the pro riders compensate for this, as I am under the impression their suspension is totally rebuilt every few hours?
The break in period of all bikes loosens up after initial use. The linkage gets freer as well as the suspension components. When the suspension specs are decided on for production, the bikes are well broken in, so when the bike is produced, everything fresh and tight, and has a tighter feel. Factory bikes are built from new pieces, but always have a shake down test to make sure everything feels good. Some factory riders complain that new frames feel too rigid and need to get time on them before they race the bikes.
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usp4u 4/23/2016 5:46pm
4/23/2016 5:46pm
Ross, I don't have a question. I just wanted to say that I have only gotten through the first page, and I thank you for doing this. I love answers that get into the technical side of how things work.

I appreciate the amount of time and explanation you have committed to everyone's answers. Best Q&A thus far! Thank you!!
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Cygnus 4/24/2016 6:42am
4/24/2016 6:42am
mxjeff575 wrote:
Hi Ross thanks for doing this. This is one of the most interesting and informative threads I've read. I always read in magazine tests "the suspension...
Hi Ross thanks for doing this. This is one of the most interesting and informative threads I've read. I always read in magazine tests "the suspension works pretty good once it gets broken in" or "at the 5 hour mark the shock starts working good". I've felt this on new bikes I've owned, where after 3-7 hours the suspension loses that "dead" feel and starts to feel better. WHAT causes this? What is changing? And how do the pro riders compensate for this, as I am under the impression their suspension is totally rebuilt every few hours?
Ross Maeda wrote:
The break in period of all bikes loosens up after initial use. The linkage gets freer as well as the suspension components. When the suspension specs...
The break in period of all bikes loosens up after initial use. The linkage gets freer as well as the suspension components. When the suspension specs are decided on for production, the bikes are well broken in, so when the bike is produced, everything fresh and tight, and has a tighter feel. Factory bikes are built from new pieces, but always have a shake down test to make sure everything feels good. Some factory riders complain that new frames feel too rigid and need to get time on them before they race the bikes.
Do factory bike suspension components(shock/forks) get ran on a suspension dyno before use then? Or is it up to the rider to run it in.
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holeshot413 4/24/2016 10:02am
4/24/2016 10:02am
I learned more and have enjoyed this thread more than any other!!!
Thanks GuyB and Ross
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Ross Maeda 4/24/2016 11:09am
4/24/2016 11:09am
mxjeff575 wrote:
Hi Ross thanks for doing this. This is one of the most interesting and informative threads I've read. I always read in magazine tests "the suspension...
Hi Ross thanks for doing this. This is one of the most interesting and informative threads I've read. I always read in magazine tests "the suspension works pretty good once it gets broken in" or "at the 5 hour mark the shock starts working good". I've felt this on new bikes I've owned, where after 3-7 hours the suspension loses that "dead" feel and starts to feel better. WHAT causes this? What is changing? And how do the pro riders compensate for this, as I am under the impression their suspension is totally rebuilt every few hours?
Ross Maeda wrote:
The break in period of all bikes loosens up after initial use. The linkage gets freer as well as the suspension components. When the suspension specs...
The break in period of all bikes loosens up after initial use. The linkage gets freer as well as the suspension components. When the suspension specs are decided on for production, the bikes are well broken in, so when the bike is produced, everything fresh and tight, and has a tighter feel. Factory bikes are built from new pieces, but always have a shake down test to make sure everything feels good. Some factory riders complain that new frames feel too rigid and need to get time on them before they race the bikes.
Cygnus wrote:
Do factory bike suspension components(shock/forks) get ran on a suspension dyno before use then? Or is it up to the rider to run it in.
I don't know about all the teams but Kawasaki used to and I suppose they still do.
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Trav138 4/24/2016 4:25pm
4/24/2016 4:25pm
holeshot413 wrote:
I learned more and have enjoyed this thread more than any other!!!
Thanks GuyB and Ross
Yes indeed, a very informative Q&A. No question here, I also just wanted to say thanks for taking the time Ross and Guy bro for getting great guests!

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