i sit lower with my 3-3's than my stock ones. i didnt ask if he recommended the 2's or 3's (emulsion or seperated) for what i am using them for. but im pretty darn happy with what i got. i will hopefully be getting my c&c seat soon and hopefully it doesnt sit too much higher than my lepera

 

Length's being the same the "E" shocks will have more stroke than the "D" shocks, about 3/4" on the 12" versions

 

Glad you are still around and contributing to this great forum as you are a great asset in many fields & helping many people! Enough said.

Onedef1, I will try and answer your question you asked, late but hopefully not too late.

Pictures are always best to explain stuff.

A twin tube, non-pressurized/Low pressure shock such as your OEM air shocks just have oil, which, when agitated through use, causes the oil to "thin"/reduced viscosity because the air mixes with the oil and causes cavitation thus reducing the function of the valving (so called) thus not allowing the piston/valving to offer the intended resistance to control the movement. The air pressure does not pressurize the shock, it only pushes down on a white cup which pushes down on the spring increasing (spring pre-load). As many of you are aware, this is a stock OEM air shock found on $30K+ Harleys.



Look at the difference between the HD air shock piston that uses a spring and a washer as valving in comparison with a Penske 49mm piston.

Take a moment to watch this transparent "shock" demonstrating the difference between a non-pressurized and pressurized shock technology. This demonstration uses a separator piston. For non-demanding driving (cruising) the need for a separator piston is not as important but pressurizing the shock is.


A #2 emulsified shock has a solid shaft & no possibilities of ever being internally adjustable through an external valve adjuster/****. The oil and the nitrogen are in the same body with no physical separation. The shocks (this series) are pressurized to reduce greatly the induction of mixing nitrogen & oil together under agitation (use) which causes a "fog" of mixture causing cavitation as the oil flows through the piston orifices & shim stacks. The constant viscosity of the oil allows the design of the piston to work as designed.



My #2 adjustable shock is emulsified but has a compression/rebound "sweep valve" AKA open bleed that was taken off the #6 shock body & 14mm hollow shaft (the very first remote reservoir/separate compression & rebound adjustable shock I pioneered) available for a FLT. There is no resorvoir, hose, or compression valve on the non-existent reservoir. I removed these parts to bring down the pricing of a long stroke (93mm) shock so more people could afford a great adjustable cruising (not racing duty) shock. In the compression stroke, some of the oil (depending on the needle vale setting) will be forced through the top of the needle valve seat, past the needle valve, and out the side holes on the shaft than dump out to the other sie of the piston, thus bypassing the shim stack making the shock less resistant to change (weaker to some of you). In the rebound stroke, the oil enters the some piston holes, through the same shaft side holes, past the needle valve, than out the top of the needle valve seat. Compression adjustment on the compression stroke and vise versa for the rebound stroke.



Assembly #1)The Needle valve seat is screwed in the top of the shaft and the needle is inserted, the rod in inserted through the bottom & the (sideways) rod (#2) is than inserted through the oblong hole on the fixture. The **** is than screwed on holding the (sideways) rod in place. The detentes make the clicking noise but just hold the needle in place and not allow it to rotate under use.

The #3 series is pressurized & separated + a 14mm hollow shaft (like the #2 adj.) with internal adjustments through a separate **** AKA "Sweep Valve". The separator (floating) piston is above the main piston making an internal reservoir. A reservoir allows for a higher degree of agitation with race like situation demands are made with no cavitation found on the aforementioned Bilstine demonstration movie after the shock was pressurized. The downside of an internal piston is the room it takes up. You can not put 14" of stuff (stroke, separator {floating} piston, and the nitrogen chamber) in a 13" tube. All takes room and stroke must be reduced. The separator (floating) piston on a #3 is set at 32mm below the top of the shock body.



Either a piggyback or hose mounted reservoir allows the floating separator piston to be affixed outside of the shock allowing for no loss of stroke and also cools the shock oil keeping the viscosity of the oil more constant.

 

Delete dup.

 

Great info Howard, any chance you can put up some pics and info on your fork system? I see my choice is becoming more clear.

 

How do I get in touch with Howard?
never mind I found it

 

Howard -
It is amazing to me that you take the time to answer so many in the forum, do all the work you do, and also help individuals out with installing or adjusting issues. I've made up my mind to contact you as soon as the holiday passes to order new shocks for my '14 SG.
Dave

 

Thanks. Yes, I am up at 5am (holiday & all) & answering e-Mails & doing the forum. Ya, have to work, no suds & beers for me today.