Have you seen the pinkbike videos with bikes droping to flat in slow motion??? In most of them the rear tire plays a huge role as it goes a couple of cycles of compression and rebound. The rear suspension compress around 70%-80% in the first cycle and then it bottoms out in the second cycle. In the first cycle it seems the dampers play a big role, but in the second one it's all about spring rate, because the speed of the shock drops a lot. This videos got me thinking a lot about what is the best way to improve the performance of the shock in the last part of the travel. I would love to hear your thoughts about this.
I would choose smashpot over these electronic thingies in a blink of an eye . There's very little benefit, depending on the usage of the bike we can just argue it's a hindrance. In terms of money and reliability it for sure is the later.
@Ron Gaulden posted a link to a video about Fox's Live Valve in trophy trucks, the comment seems to have been deleted, so here's a link - ruclips.net/video/ipNOQzBAdHE/видео.html I stand corrected on it being applied in off-road racing (I comment in the video that it has not taken off in off road racing), this is much more positive in terms of off-road application than I had thought, however details of exactly what is being adjusted are somewhat lacking - Fox's own description in the video seems to imply that they're using it as a wheel-speed sensitive adjuster so that the truck is stabilized at lower speeds and able to eat up the bumps at higher speeds. That description most likely is not the full story however - it is almost certainly doing more than just adjusting compression damping according to speed and steering angle. Vehicles have a ton of sensors already, so at the bare minimum there's a lot of data to draw from, but it does appear that it is still not a bump-by-bump adjustment.
@6:27 IIRC power requirements was the reason the Cannondale's Simon system was never launched. The system was, essentially, an orifice damper with a continuously varied orifice size by virtue of a needle valve in the damping orifice that was raised and lowered electronically.
The thing had to work all the time across a wide range. Personally, I think if there was a baseline damping curve that the system could then modify, it would take a lot of the load off. Or now, one could try to implement it on ebikes
@@n0ch91c3s And therein lies an issue, it was an orifice damper so a default damping curve would be garbage since the damping wouldn't be speed sensitive. It would be interesting to see how it would do with variable high and low speed damping. I can see a variable orifice low speed and a spool-valve damper with variable spring preload to adjust high speed. Then you could have a useable baseline damping curve.
what do you think about floating axles? is it all just marketing? surely its a marginal gain when the casting arch, crown and stock bushings are already fixed, although this is just speculation. id love to hear from anyone else on this
Floating axles actually make complete sense - you only need pretty miniscule misalignment of the bushings with the stanchions for it to all bind up. A floating axle makes it much easier to keep alignment where it needs to be.
What I'd like see is to have the 3-state (fully open - "trail" - locked) adjustment available as a wireless system, without the obscene amount of cables the traditional wired remote lockout systems offer. A small control unit on the handlebar, 1-1 small motor-battery combo on the shock and fork.
Interesting. Coming from an FPV flight code development background(me mostly on flight testing though), we also delve a lot on response times of brushless motors maintaining flight stability while maximizing agility of drones. For the particular open source software we're using, we managed to significantly cut down latency to near 0 while sampling 16 to 32khz using smith predictor. I wonder if it's possible for us to transfer the open source code to make the system more accessible to everyone and make it even vastly more tuneable.
In regards to flight attendant I can see a future pathway for it since it also integrates into the pedaling dynamics. As you say the future bikes like a dh bike pedaling like an XC bike. I can see when cost come down and wireless tech (suspension, shifting etc) is more the norm instead of niche then some frames can be designed with less anti squat values to have better small bump sensitivity without sacrificing climbing ability. We’re already seeing E bikes with lower anti squat values because pedaling performance isn’t as crucial when you have a motor so if you have an auto lockout feature that is integrated with the crankset then you can design a complete bike package that pedals just as good as the more sensitive bike without having to flip on and off a lockout. For now the price isn’t worth it and the frames aren’t designed for it but I can see a future pathway with what Sram is trying to achieve but it’ll take the bike having to be built around the concept before it truly shows it’s value.
Anti-squat doesn't affect bump absorption capability unless you're pedaling, but you must be putting out a lot more power than I am if bump harshness when climbing is a big deal :) I agree though that once bikes are built around it, then it might become something much more interesting.
@@VorsprungSuspension hmm good to know. So maybe still beneficial in the flatter sections trying to maintain speed might get a better balance of sensitivity vs pedaling where currently it’s more focused on climbing anti squat.
@@jessehill3780 for pedaling over rough ground for sure it can make a difference, although it's really pedal kickback not anti-squat that dictates that - a high pivot/idler bike behaves differently in that scenario to a bike with the same anti-squat but conventional chainline.
If Vorsprung publishes a new video on average every 287 days, and those videos average 1082.2 seconds each, how many seconds/day does the average MTB rider spend watching Vorsprung content?
Nukeproof just announced that they'll be selling hoverbikes via online retailer Chain Reaction Cycles. I'll patiently wait for spring rate vs. compression tuning tips on my hoverbike.
Great video again! :) One question regarding another feature of the new Rockshox flight attendand stuff: They added rubber mounts to both the airshaft and dampershaft (buttercups). Do you think a solution like this can make a significant improvement to the sensitivity of a fork? My guess would be that it could provide two things: * Reduce the initial spring rate by stacking another spring medium into the total sum. * Stagger the effect of static friction of the chassis on one hand and airspring/damper on the other hand. -> Similiar to being able to rip a phonebook page by page instead of all at once. What do you think?
I think it'll help yes, it's the same as using rubber bushings in car suspension. Does not seem very useful to have it on the damper side (already has very low friction and very low compression damping forces) but on the spring side it will help a bit. It only helps with static friction though, not dynamic.
I feel like if I had the spare time, I could probably build a better semi-active suspension control system and make it open source that would remove a LOT of the suck factor on a bunch of these... because it shouldn't actually be that hard to attach sensor inputs through a small 5W MCU coming off the fork into compression circuit settings adjustments on a servo to do useful mode selecting... and then just tie that into the dropper post state to determine what the preferred behavior profile is.
What's the difference in response between fixed and variable valves? Does one have a linear response whereas the other has an exponential one? Love the video as always
would be great if there was a way to link the lockout to the dropper post, when its up, fork and shock are locked, when its down, fork and shock are open, with a manual override
Would you do a video about buttercups and also unsprung weight ? To me it seems like another incremental improvement to patch a know problem rather than actually solve it at the expense of unsprung weight. Also what you said about long travel pedal bikes, reminds me of what @Astonmtb is advocating for, definitely looking forward to that day.
I love ya, buddy, but you’re wrong about Live Valve. It *can* be tuned to toggle between locked out and open, but “locked out” is not the only option. We (Pivot) offer Live Valve on 6 or 7 different models, and the amount of activity/oil flow varies drastically between them, based on the intended use of the bike. For example, on the M4SL, our XC race bike, the suspension is nearly locked out when it’s “normally closed”, and then it opens pretty wide when a bump is encountered. On the Firebird, our enduro rig, the Live Valve is tuned to feel like the normal Float X2:Fox 38 suspension when it’s “closed”. When the Live Valve FB is “opened” by encountering a bump, it is tuned to get SUPER soft/gooey, swallowing big bumps whole. Meet me in AZ this winter and I’ll take you out on a few different bikes to try them out! I’ll get Heavy to meet us there for Apres ride beers and hijinx.
Hi Jack! Thanks for the invitation, if I'm down your way I'll definitely check it out. Thanks also for your input - however my point actually stands. The Live Valve mechanism is a latching solenoid, which switches rapidly between two positions (open or closed) and can stay in either one without consuming power. The firmer mode (which I've lazily called a "lockout") operates the same way as any other mechanical climb mode would once it's in that operation (by entirely blocking or significantly restricting oil flow), and purely mechanical climb modes can obviously be tuned to be very stiff or relatively soft. Likewise, the open mode can be tuned as stiff or soft as any other mechanical system, and the valve can flick between the two modes very quickly. The point being made though is that it isn't an incremental adjustment (unlike Flight Attendant), it's a selector between either of two modes. Whether it's a rigid lockout or just a firm/soft mode, the electronic aspect is still binary. It's either either pregnant or not pregnant in this case :)
Good on paved roads, not really beneficial elsewhere. Maybe for XC racing where there's a lot of out of the saddle climbing at almost sprinting pace but for most people who are just grinding up the hill to get to the descent, not really very useful.
More like 9000$/h because it takes only 1 sec to flick the lever.. + extra weight. And its not like you stop pedalling and start again, you do it while riding. Not like I have to charge my fingers either.
Does anyone know the power requirements of magnetorheological damping? Having a dynamically damped midvalve in a pressurized cartridge would sound doable, provided on software implementation
As long as we're arguing over how many barleycorns are in a Gunter's chain, your labor rate example is a false equivalency. Because you're still on the bike for that entire 2.2 hours. Since time is only useful for consuming with a separate activity (like trading for currency), that 2.2 hours isn't actually saved-only consumed differently. 😂😂😂 good video... silly system for people with too much money to spend on waste.
Flight attendant is such a disappointment imo, all it is is an automatic lock out, and just like with foxes implementation, it's reactive, not proactive, funnily enough it's even in the name for the fox system 😅 I personay much prefer proper frame kinematics over a platform/ lockout.
Of course these fancy electronic damper controls are predicated on the assumption that lockouts make a lot of difference. Peak Torque did a recent climbing test on a paved climb on a mountain bike. He pushed 300 watts for three standing climbs and three seated climbs. No real time difference. I’d like to see that type of test off road though. Personally I prefer open. I very rarely “lock out”. One thing Peak Torque mentioned was that he thinks it takes more energy to produce 300 watts when the shocks were open versus locked out. I’m not sure that’s true or not but it’s a concept I’ve not seen considered.
I tend to agree on the discrepancy in energy to generate power - I think it's hard to measure efficiency with typical power meters (haven't seen the Peak Torque test, is it on youtube or somewhere else?) because they're directly measuring torque at the drivetrain, which requires a specific reaction from the wheel already. What they don't measure is the up and down motion prior to the crank rotation, so where the energy lost (in terms of the rider's own energy expenditure) is "before" the power is actually measured. It's essentially measuring power output at the wheel, holding that constant, then saying that nothing changes the efficiency of the drivetrain. The power should be held constant at the rider's end (which is pretty much impossible to measure as far as I know; maybe you could use indirect calorimetry or something, but otherwise very difficult) and the times measured then.
@@VorsprungSuspension ruclips.net/video/zGO2pu0JX_8/видео.html My take away was that he found when measuring power at the crank you are going to get the same times. But the metabolic effort of the rider isn't taken into account and is probably higher, but very difficult to measure accurately. So pretty much what you've said.
Thankyou for refusing to pander the Americans and their refusal to use non-industrial revolution units (SI/Metric). How are the Canadians with units? Being there are so many French i would assume they've well embraced modern measurement and unit systems.
my propblem with this expensive electronic nonsense, is that theyve clearly skirted around much bigger problems with their suspensions, to make an easy product for lazy people who dont like moving levers. creaking steerers, twisted lowers, bushing play, prematurely leaking shocks really need addressing before we worry about how fast my gnome can lock my suspension out going up hill
Flight attendant seems like it might improve EWS race results but I doubt it will be something for general consumers. If I'm paying that much money, why wouldn't I buy an e-bike and not care about the climbing benefits of flight attendant?
I tend to think the opposite - I don't think it'll help with race results at all. I think it's more of a convenience for the recreational rider. Completely valid point about the E-bike though.
Well to be fair, Flight Attendant isn’t really that kind of an approach, and Live Valve is more seamless than the Brain/Terralogic are, but generally speaking I agree with your sentiment there.
🤣 thank you the inclusion of imperial system measurements for our friends who can’t do quick conversion maths!
That salary calculation for the gnome was golden 🤣
Have you seen the pinkbike videos with bikes droping to flat in slow motion??? In most of them the rear tire plays a huge role as it goes a couple of cycles of compression and rebound. The rear suspension compress around 70%-80% in the first cycle and then it bottoms out in the second cycle. In the first cycle it seems the dampers play a big role, but in the second one it's all about spring rate, because the speed of the shock drops a lot. This videos got me thinking a lot about what is the best way to improve the performance of the shock in the last part of the travel.
I would love to hear your thoughts about this.
You save 2h on fliping your lockout leaver but you have to remember to charge 5 bateries to ride your mtb.
I would choose smashpot over these electronic thingies in a blink of an eye . There's very little benefit, depending on the usage of the bike we can just argue it's a hindrance. In terms of money and reliability it for sure is the later.
Smashpot and Corset sleeve are the best things ever!
Oh yes, finally a new episode!
furlong sunradial made me spill my coffee
@Ron Gaulden posted a link to a video about Fox's Live Valve in trophy trucks, the comment seems to have been deleted, so here's a link - ruclips.net/video/ipNOQzBAdHE/видео.html
I stand corrected on it being applied in off-road racing (I comment in the video that it has not taken off in off road racing), this is much more positive in terms of off-road application than I had thought, however details of exactly what is being adjusted are somewhat lacking - Fox's own description in the video seems to imply that they're using it as a wheel-speed sensitive adjuster so that the truck is stabilized at lower speeds and able to eat up the bumps at higher speeds. That description most likely is not the full story however - it is almost certainly doing more than just adjusting compression damping according to speed and steering angle. Vehicles have a ton of sensors already, so at the bare minimum there's a lot of data to draw from, but it does appear that it is still not a bump-by-bump adjustment.
@6:27 IIRC power requirements was the reason the Cannondale's Simon system was never launched. The system was, essentially, an orifice damper with a continuously varied orifice size by virtue of a needle valve in the damping orifice that was raised and lowered electronically.
The thing had to work all the time across a wide range. Personally, I think if there was a baseline damping curve that the system could then modify, it would take a lot of the load off.
Or now, one could try to implement it on ebikes
@@n0ch91c3s And therein lies an issue, it was an orifice damper so a default damping curve would be garbage since the damping wouldn't be speed sensitive.
It would be interesting to see how it would do with variable high and low speed damping. I can see a variable orifice low speed and a spool-valve damper with variable spring preload to adjust high speed. Then you could have a useable baseline damping curve.
Great to see more Tuesday Tunes!! Thanks Steve.
what do you think about floating axles? is it all just marketing? surely its a marginal gain when the casting arch, crown and stock bushings are already fixed, although this is just speculation. id love to hear from anyone else on this
Floating axles actually make complete sense - you only need pretty miniscule misalignment of the bushings with the stanchions for it to all bind up. A floating axle makes it much easier to keep alignment where it needs to be.
What I'd like see is to have the 3-state (fully open - "trail" - locked) adjustment available as a wireless system, without the obscene amount of cables the traditional wired remote lockout systems offer. A small control unit on the handlebar, 1-1 small motor-battery combo on the shock and fork.
I love this, thanks for sharing your insight 👏
Thanks for the explanation, totally spot on, I completely agree.
Interesting. Coming from an FPV flight code development background(me mostly on flight testing though), we also delve a lot on response times of brushless motors maintaining flight stability while maximizing agility of drones. For the particular open source software we're using, we managed to significantly cut down latency to near 0 while sampling 16 to 32khz using smith predictor. I wonder if it's possible for us to transfer the open source code to make the system more accessible to everyone and make it even vastly more tuneable.
In regards to flight attendant I can see a future pathway for it since it also integrates into the pedaling dynamics. As you say the future bikes like a dh bike pedaling like an XC bike. I can see when cost come down and wireless tech (suspension, shifting etc) is more the norm instead of niche then some frames can be designed with less anti squat values to have better small bump sensitivity without sacrificing climbing ability. We’re already seeing E bikes with lower anti squat values because pedaling performance isn’t as crucial when you have a motor so if you have an auto lockout feature that is integrated with the crankset then you can design a complete bike package that pedals just as good as the more sensitive bike without having to flip on and off a lockout. For now the price isn’t worth it and the frames aren’t designed for it but I can see a future pathway with what Sram is trying to achieve but it’ll take the bike having to be built around the concept before it truly shows it’s value.
Anti-squat doesn't affect bump absorption capability unless you're pedaling, but you must be putting out a lot more power than I am if bump harshness when climbing is a big deal :)
I agree though that once bikes are built around it, then it might become something much more interesting.
@@VorsprungSuspension hmm good to know. So maybe still beneficial in the flatter sections trying to maintain speed might get a better balance of sensitivity vs pedaling where currently it’s more focused on climbing anti squat.
@@jessehill3780 for pedaling over rough ground for sure it can make a difference, although it's really pedal kickback not anti-squat that dictates that - a high pivot/idler bike behaves differently in that scenario to a bike with the same anti-squat but conventional chainline.
If Vorsprung publishes a new video on average every 287 days, and those videos average 1082.2 seconds each, how many seconds/day does the average MTB rider spend watching Vorsprung content?
Haha! Too many/not enough?
@@VorsprungSuspension Not enough.
There is volume and there is quality, ill wait
@@th_js no more videos from the far north? :)
@@florihupf Wasn't happy with the videos I made anymore, planning on starting fresh at some point :)
my head hurts...I'm getting a rigid bike. 😅 hope you are well brother
But how will you ever figure out the appropriate tire pressure?
Nukeproof just announced that they'll be selling hoverbikes via online retailer Chain Reaction Cycles. I'll patiently wait for spring rate vs. compression tuning tips on my hoverbike.
Great video again! :)
One question regarding another feature of the new Rockshox flight attendand stuff:
They added rubber mounts to both the airshaft and dampershaft (buttercups). Do you think a solution like this can make a significant improvement to the sensitivity of a fork?
My guess would be that it could provide two things:
* Reduce the initial spring rate by stacking another spring medium into the total sum.
* Stagger the effect of static friction of the chassis on one hand and airspring/damper on the other hand. -> Similiar to being able to rip a phonebook page by page instead of all at once.
What do you think?
I think it'll help yes, it's the same as using rubber bushings in car suspension. Does not seem very useful to have it on the damper side (already has very low friction and very low compression damping forces) but on the spring side it will help a bit. It only helps with static friction though, not dynamic.
Welcome back Steve!
I feel like if I had the spare time, I could probably build a better semi-active suspension control system and make it open source that would remove a LOT of the suck factor on a bunch of these... because it shouldn't actually be that hard to attach sensor inputs through a small 5W MCU coming off the fork into compression circuit settings adjustments on a servo to do useful mode selecting... and then just tie that into the dropper post state to determine what the preferred behavior profile is.
What's the difference in response between fixed and variable valves? Does one have a linear response whereas the other has an exponential one? Love the video as always
Can you clarify the question please? Are you talking about characteristic damping curves of port orifices vs shim stacks?
would be great if there was a way to link the lockout to the dropper post, when its up, fork and shock are locked, when its down, fork and shock are open, with a manual override
Would you do a video about buttercups and also unsprung weight ? To me it seems like another incremental improvement to patch a know problem rather than actually solve it at the expense of unsprung weight.
Also what you said about long travel pedal bikes, reminds me of what @Astonmtb is advocating for, definitely looking forward to that day.
So if flight attendant was faster it would be considered semi active? Or would it need to be abel to make more adjustments than just LSC
The mighty Sundial returns to modern analysis
Nuclear meltdowns 🔥🙈💪 . nice one bro
90 1/16th :-) made my day....
I look forward to a future where the gnome can handle more furlongs per sundial radian and where the gnome doesn't have a CEO salary.
where you been bro?! good to see you.
Finally!
I love ya, buddy, but you’re wrong about Live Valve. It *can* be tuned to toggle between locked out and open, but “locked out” is not the only option. We (Pivot) offer Live Valve on 6 or 7 different models, and the amount of activity/oil flow varies drastically between them, based on the intended use of the bike.
For example, on the M4SL, our XC race bike, the suspension is nearly locked out when it’s “normally closed”, and then it opens pretty wide when a bump is encountered. On the Firebird, our enduro rig, the Live Valve is tuned to feel like the normal Float X2:Fox 38 suspension when it’s “closed”. When the Live Valve FB is “opened” by encountering a bump, it is tuned to get SUPER soft/gooey, swallowing big bumps whole.
Meet me in AZ this winter and I’ll take you out on a few different bikes to try them out! I’ll get Heavy to meet us there for Apres ride beers and hijinx.
Hi Jack! Thanks for the invitation, if I'm down your way I'll definitely check it out. Thanks also for your input - however my point actually stands. The Live Valve mechanism is a latching solenoid, which switches rapidly between two positions (open or closed) and can stay in either one without consuming power. The firmer mode (which I've lazily called a "lockout") operates the same way as any other mechanical climb mode would once it's in that operation (by entirely blocking or significantly restricting oil flow), and purely mechanical climb modes can obviously be tuned to be very stiff or relatively soft. Likewise, the open mode can be tuned as stiff or soft as any other mechanical system, and the valve can flick between the two modes very quickly. The point being made though is that it isn't an incremental adjustment (unlike Flight Attendant), it's a selector between either of two modes. Whether it's a rigid lockout or just a firm/soft mode, the electronic aspect is still binary. It's either either pregnant or not pregnant in this case :)
Off season videos are back yay
I just love seeing that head
I like my suspension the way it becomes you can learn to do setup yourself fox 40 X2 and dhx2
Electrorheological fluid . you pass am electric current through it it changes its viscosity. Much more energy efficient.
The economics calculation is very interesting and pragmatic imho...
Make the active suspension with pixie dust and use the life force of the rider. Problem solved.
Steve,
How do you actually feel about fork lockouts? In some or many circumstances the fork extends while pedaling.
Good on paved roads, not really beneficial elsewhere. Maybe for XC racing where there's a lot of out of the saddle climbing at almost sprinting pace but for most people who are just grinding up the hill to get to the descent, not really very useful.
Regenerative suspension for e-bikes batteries and electronic component batteries?
He started it when he talked about nuclear reactors.
Rather than forcing fluid through a volve for damping a magnet moving through and aluminium or copper tube has a similar effect.
🍀🍀💚💚
More like 9000$/h because it takes only 1 sec to flick the lever.. + extra weight. And its not like you stop pedalling and start again, you do it while riding. Not like I have to charge my fingers either.
Does anyone know the power requirements of magnetorheological damping? Having a dynamically damped midvalve in a pressurized cartridge would sound doable, provided on software implementation
As long as we're arguing over how many barleycorns are in a Gunter's chain, your labor rate example is a false equivalency. Because you're still on the bike for that entire 2.2 hours. Since time is only useful for consuming with a separate activity (like trading for currency), that 2.2 hours isn't actually saved-only consumed differently. 😂😂😂 good video... silly system for people with too much money to spend on waste.
Flight attendant is such a disappointment imo, all it is is an automatic lock out, and just like with foxes implementation, it's reactive, not proactive, funnily enough it's even in the name for the fox system 😅
I personay much prefer proper frame kinematics over a platform/ lockout.
Best suspension is magnetic, but never gonna happen in biking industry… way too heavy.
Of course these fancy electronic damper controls are predicated on the assumption that lockouts make a lot of difference. Peak Torque did a recent climbing test on a paved climb on a mountain bike. He pushed 300 watts for three standing climbs and three seated climbs. No real time difference. I’d like to see that type of test off road though. Personally I prefer open. I very rarely “lock out”. One thing Peak Torque mentioned was that he thinks it takes more energy to produce 300 watts when the shocks were open versus locked out. I’m not sure that’s true or not but it’s a concept I’ve not seen considered.
I tend to agree on the discrepancy in energy to generate power - I think it's hard to measure efficiency with typical power meters (haven't seen the Peak Torque test, is it on youtube or somewhere else?) because they're directly measuring torque at the drivetrain, which requires a specific reaction from the wheel already. What they don't measure is the up and down motion prior to the crank rotation, so where the energy lost (in terms of the rider's own energy expenditure) is "before" the power is actually measured. It's essentially measuring power output at the wheel, holding that constant, then saying that nothing changes the efficiency of the drivetrain. The power should be held constant at the rider's end (which is pretty much impossible to measure as far as I know; maybe you could use indirect calorimetry or something, but otherwise very difficult) and the times measured then.
@@VorsprungSuspension ruclips.net/video/zGO2pu0JX_8/видео.html
My take away was that he found when measuring power at the crank you are going to get the same times. But the metabolic effort of the rider isn't taken into account and is probably higher, but very difficult to measure accurately. So pretty much what you've said.
Yup - that’s what they concluded.
Do you happen to have a Siberian Husky?
For Flight Attendant money I buy a great bike
Thankyou for refusing to pander the Americans and their refusal to use non-industrial revolution units (SI/Metric).
How are the Canadians with units? Being there are so many French i would assume they've well embraced modern measurement and unit systems.
Canada is a mix of metric and wrong
Even if its works superb jesuschrist this are pedal bikes not MotoGP … i dont want that thing to evolve and come as a standar
my propblem with this expensive electronic nonsense, is that theyve clearly skirted around much bigger problems with their suspensions, to make an easy product for lazy people who dont like moving levers. creaking steerers, twisted lowers, bushing play, prematurely leaking shocks really need addressing before we worry about how fast my gnome can lock my suspension out going up hill
Flight attendant seems like it might improve EWS race results but I doubt it will be something for general consumers. If I'm paying that much money, why wouldn't I buy an e-bike and not care about the climbing benefits of flight attendant?
I would say it's already in XC manually and Ews won't care. This is for recreational rider all the way.
I tend to think the opposite - I don't think it'll help with race results at all. I think it's more of a convenience for the recreational rider. Completely valid point about the E-bike though.
How complex , overpriced and irrelevant can we make an inertia valve?
Well to be fair, Flight Attendant isn’t really that kind of an approach, and Live Valve is more seamless than the Brain/Terralogic are, but generally speaking I agree with your sentiment there.