Damping action is adapted to the current riding manoeuvre and road surface conditions in a matter of milliseconds via electrically actuated control valves, based on parameters measured by sensors. The HP4, for instance, offers riders an optimal damping setting in all driving situations, processing long-wave and short-wave shocks from the road to more or less perfection, thereby enabling maximum traction and safety. DDC reacts automatically to riding manoeuvres like braking, accelerating or cornering ensuring perfect contact with the road surface.
The DDC provides advanced information and functions such as the display of the DDC set-up menu. With this, riders select one of the three characteristic maps for the basic settings "Comfort", "Normal" and "Sport" at the push of a button – entirely according to their own personal needs and the relevant requirements for the section of road.
The set-up menu enables damping to be adapted even more individually to the needs of the rider. Like with mechanical adjustment, suspension can be set so it is softer (-7) or more rigid (+7). The spring basis (spring preload) is adjusted manually as usual using a 17 mm wrench.
In the "Rain" and "Sport" modes, the DDC setting focuses on full and pleasant damping action, as is required on country roads or poorly to well-tarmacked surfaces. In the "Race" and "Slick" modes, the DDC setting is honed to performance however and supports a very sporty driving style, particularly on the racing track. The shock absorber setting is rigid and provides riders with clear feedback on the relevant driving situation at all times.
Prior to starting the journey, or switching on the ignition, a system check is made and the flow of information from motor control, angular rate sensor and spring travel sensor to Dynamic Damping Control DDC is activated. The DDC control unit processes a multitude of information relevant to dynamic driving such as rear spring travel, bike speed and bypass controller position. In addition the DTC angular rate sensor provides information about the inclination of the motorcycle and other parameters.
The two fork struts of the DDC upside-down forks have an identical structure and differ only in terms of what happens inside the fixed tube and immersion tube. The setting mechanism for the spring basis (spring preload), which is variable by 15 mm (RR 20 mm) is located in the right fork leg. The valve responsible for the dynamic build-up of damping force is accommodated, along with its electrical connections, in the damper cartridge of the left fork leg. The compensation area in the lower part of the left fork leg is highly pressurised with gas and receives the oil volume displaced by the damper piston rod in the closed cartridge.
Telescopic fork damping is actuated holistically as standard and is not separated according to compression and rebound stages. The new DDC spring strut is screwed onto the frame via an alloy insert known as the sliding block. The motorcycle is delivered with a 0-mm insert. Using the two enclosed inserts (1.5 and 3 mm) the vehicle's rear can be raised or lowered and the suspension geometry quickly adapted to the relevant route conditions and the requirements of the individual rider. If another sliding block is used, the rear spring travel sensor will need to be calibrated accordingly via the set-up menu. At the front the chassis height is adapted as usual via the fork bridge clamp.
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