Slow Bump

Slow bump settings are increased to do the following:

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Increase tyre heating and peak temperature

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Slow suspension motion due to g-forces

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Increase initial grip slightly

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Reduce reaction response time

Note that dampers only determine how fast the suspension will move. In the bump direction the tyre is being loaded so higher settings will slow the distribution of loading the other tyres; response of the loaded tyre is a little crisper initially but may lose grip as the end of travel is reached as the weight is unloaded. Due to this increased tyre loading however, tyre heating will increase in some cases signiﬁcantly. Slow bump is a good way to equalise tyre heating because if does not need to be matches on axles (although it has a cross corner relationship to slow rebound)

Fast Bump

Fast bump settings are not always needed or even used. Road bump loads are much more severe than g-force loads and can create enough pressure to blow the damper apart. For that reason there are pressure valves inside the dampers that pop open at pressures set by "fast bump ". Slow settings a re simply o riﬁce sized ho les to constrict ﬂow . Fast settings should be lower than slow settings but how much depends on the track. T oo low of a differ ence can allow pressures from the fast settings to "override" the soft. Generally a good starting point is to set the fast bump to 60-70% of the soft bump and note the track conditions. Hard bumps on a straight may not cost too much time where riding curbing through turns may require very soft settings to fast bump and rebound.

Slow Rebound

Slow rebound settings are a little more complicated because the weight transfer actions are somewhat paired to the tyres on the opposite axle differently, depending on lateral and longitudinal forces. The effects are transitional meaning the effects listed below will react on the paired corner rather than the corner that is being adjusted.

Slow rebound settings are decreased at the rear to: