Yamaha SRS10ML53 Owner's Manual page 43

To increase or decrease air pressure, use
the following procedure.

NOTE: When adjusting air pres-
sure, all weight must be removed
from the suspension, and the shock
absorbers must be fully extended.
1. Remove the air valve cap from the
shock.
2. Thread the valve of Shock Absorber
Air Pump onto the shock air valve
approximately six rotations.

NOTE: As the pump is being
attached to the shock, the hose will
fill with air. This will result in a lower
gauge pressure of 0.14-0.35 kg/cm
(2-5 psi).
3. To decrease air pressure in the
shock, press the black bleed valve
button half way down and hold until
desired pressure is attained.

NOTE: Pressing the button fully
down and releasing it will allow
only a small amount of air to
escape (micro-adjust).
4. To increase air pressure in the shock,
pump until desired pressure is
attained.
5. Remove the pump valve from the
shock air valve.

NOTE: As the pump valve is being
removed from the shock, the sound
of air loss is from the pump hose,
not from the shock.
6. Install the air valve cap onto the
shock.
To adjust the damping, use the adjust-
ment lever located on the shock. There
are three settings that may be chosen 1, 2,
or 3.
Choose from three specifically calibrated
ride control settings, with the 3rd posi-
tion calibrated specifically for technical
Mountain riding, allowing increased
climbing capabilities and limited transfer
of the rear suspension.
The third setting should only be used
when riding in the back country. This set-
ting is not designed for trail riding.
Rebound Adjustment
The Rebound Adjust feature on certain
shocks gives the ability to externally
adjust the shock rebound damping.
Adjustments are made by turning the
knob or using a small flat-bladed screw-
2
driver to turn the adjuster on the air
sleeve body cap located on the end of the
shock absorber.
For slower rebound, turn the knob/screw
clockwise. The rebound adjuster has
about 20 clicks of adjustment. The fac-
tory setting is 12 clicks out. The perfor-
mance of the shock at this setting is close
to the performance of the non-adjustable
shock and is a good all-around setting.
The rebound damping affects how
quickly the shock extends (rebounds).
This adjustment affects how quickly the
ski rebounds when traveling through a
series of large bumps and how quickly
the front end responds in the corner.
The optimum rebound setting is usually
found with the minimum damping
required to give acceptable control.
Excessive rebound damping will typi-
cally be felt as the suspension "packing".
This can often be seen or felt as the vehi-
cle travels through a series of similar-
sized, successive bumps. It works well
for the first two or three bumps and then
bottoms hard on the third or fourth. This
is because the shock has not rebounded
quickly enough, and the shock "packs"
into compression.
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