Dobinsons MRR Посібник користувача - Сторінка 4

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Rebound

The rebound adjustment is increased by turning the small grub screw/dial adjuster on the rod

end clockwise and is decreased by turning it anti-clockwise. Struts have around 25 clicks and

shocks around 12. You can use the tool provided to make adjustments on shocks (there is also a

hexagonal hole cut out – this is used on some pin type shocks to rotate the shock rod clockwise

only to allow access to the rebound adjustment screw). Rebound damping adjustment affects

both high and low speed rebound valving. To little rebound damping can cause the vehicle to

wallow, can cause the vehicle to kick up harshly after large bumps, dips or washouts and can

cause frequent topping out. Too much rebound can cause a harsh ride and when driving over

continued corrugations, bumps or whoops it can cause loss of traction, cause the vehicle to skip

and steer erratically and can cause the suspension to pack down towards the bump stops.

Damper settings for different terrain

If you are spending extended periods of time on different terrains then you may wish to alter

your damper settings to suit the particular terrain, they can be recorded on page 6. Some tips

are below

Road and highway settings can be set to you desired ride quality and vehicle stability

compromise

Hard pack corrugated dirt roads / Rough rocky terrains generally will require the

vehicle to be more compliant and therefore both LSC and rebound may be on the

lower side

Sandy conditions will generally require firmer settings to prevent bottom and with the

tyre pressures typically reduced, comfort will be less of an issue.

For high speed repetitive corrugations/whoops/large bumps generally the rebound

will need to be down quite low to maintain chassis stability and to prevent packing

and the LSC on the lower side to allow suspension compliance

If you are towing or have heavy loads in the rear than the rear compression and

rebound valving can be increased.

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