You still get your braking done before committing, even with less dive, but with a well-controlled front set up, you can brake later, harder, and flip it in with everything working to it's optimum still. If you brake and get a lot of dive,
and then if you have a low rate of rebound damping, the forks will spring out again when the main braking force is removed, so unsettling the bike, too much movement just as you want to turn in. ???
That makes a lot of sense Nick, must be my riding ability that has been compensating for a soggy front . That alone steers me towards progressives when I change the oil So let me have another stab at this
. Once
at full compression, the suspension has no further ability to adjust to keep the tyre on the road, and this is where the tyre risks becoming excessively loaded for the available grip?
Errrrr, totally beyond me that one . And I think I get the rake/trail change thing too
(me also) - compression effectively steepening the steering angle, much like dropping the yokes down the forks, to give quicker turn in
(yep, got it). But it still needs more travel available to deal with any bumps etc. So it's a compromise between the two - you need some compression, but it needs to be controlled (damping, spring rate), both in total amount of travel, and rate of travel
Errrrr, I think so .
This suspension thing is confusing, but getting the idea that it's about the ability to adjust for different situations, so you can't generalise about one thing or the other. And you can't treat compression damping or too weak springs as an individual thing, but have to look at the whole operation of the various functions of the unit together. This is why I don't mess around with settings myself
Good call