American Motorcycle Dealer AMD 217 August 2017 - Page 25

performance, styling and quality is what the market is looking for – and because of manufacturing flexibility and low overheads the people we meet in the industry are generally genuinely and pleasantly surprised by the value we offer when compared to other options on the market.” The twin shock range currently consists of three color finish options, with the ‘Classic’ and ‘Stealth’ options “possibly the most comprehensive range in the world” proving by far the most popular. There are also two specification options with a choice between the NTR R1, which offers a one-way combined compression and rebound adjustment, and the NTR R3, which offers independent high and low speed compression and rebound adjustment. It is just worth mentioning at this point that the R3 option isn’t available on all V-twin applications as it requires a piggy-back external reservoir, and there isn’t always room for this. Evans says that “most owners’ requirements are also normally satisfied by the R1’s single adjustment, and it keeps things very simple for the owner who doesn’t have the expertise to correctly set up a more sophisticated shock. “A lot of manufacturers will load their distributors and dealers with unnecessarily expensive track derived feature crammed product simply because they think that is the only way of garnering brand Kudos. We can mix it with anyone, we can and do build the most advanced shock absorbers possible for the most demanding of applications and riders, race and otherwise, but we are also more realistic about the real world riding that most people do. “One thing that is particularly common with V-twin customers is the reactions we get. Comments like ‘Wow, what a complete transformation’ through to ‘It feels like the bike weighs 60 kilos less’ are pretty much the norm.” Nitron’s twin shock range not only covers V-twin application, but extends right across a whole range of older Japanese and European models, which has grown steadily over the years and has been developed jointly between the UK and their Japanese partner’s R&D operations. Their experience with older models, Japanese and otherwise, has been just as important as their top-end mono shock and Race Pro Series in ultimately proving to be a well-engineered, great performing upgrade design package for V- twins without the company necessarily having the history with U.S. made bikes that others may have. “Those with the experience largely limited to the existing aftermarket for U.S. made Tourers and Cruisers will not have had the direction of engineering travel to be offering features such as a full lightweight anodized aluminum body, 35mm mono-tube piston design, 14mm induction hardened, super polished piston rod, Nitrogen gas pressurization, 24 click combined compression and rebound adjustment, and Silicone chrome springs with flexible long-life coating. “With Nitron all this is available for the V-twin “our Harley shocks are top-of-the line” aftermarket, all in a fully serviceable and re-buildable design, with a choice of 3 color/finish options, spring preload adjustment and a limited two-year guarantee. Oh, and the confidence of the back-up you can get from our fully trained factory approved service centres around the world, including in the US, Japan, New Zealand and Australia.” As I said, Mr Evans has quite a story to tell, and he’ll be on booth 559 at AIMExpo in September to tell you even more! NITRON RACING SYSTEMS Witney, Oxon, UK Tel: +44 (0)1993 849449 info@nitron.co.uk www.nitron.co.uk BOOTH# 559 www.AMDchampionship.com AMERICAN MOTORCYCLE DEALER - AUGUST 2017 25 performance, styling and quality is what the market is looking for – and because of manufacturing flexibility and low overheads the people we meet in the industry are generally genuinely and pleasantly surprised by the value we offer when compared to other options on the market.” The twin shock range currently consists of three color finish options, with the ‘Classic’ and ‘Stealth’ options “possibly the most comprehensive range in the world” proving by far the most popular. There are also two specification options with a choice between the NTR R1, which offers a one-way combined compression and rebound adjustment, and the NTR R3, which offers independent high and low speed compression and rebound adjustment. It is just worth mentioning at this point that the R3 option isn’t available on all V-twin applications as it requires a piggy-back external reservoir, and there isn’t always room for this. Evans says that “most owners’ &WV&VVG2&R6&ǒ6F6fVB'FR#( 26vRFW7FVBBBVW2Fw2fW'6Rf"FRvW"vFW6( BfRFRWW'F6PF6'&V7Fǒ6WBW&R67F6FVB66( BbVf7GW&W'2vBFV"F7G&'WF'0BFVW'2vFVV6W76&ǒWV6fRG&6FW&fVBfVGW&R7&VB&GV7B6ǒ&V6W6PFWFFB2FRǒvbv&W&r'&@VF2vR6֗BvFRvR6BF'VBFR7BGf6VB66'6&&W'276&Pf"FR7BFVFrbƖ6F2B&FW'2&6RBFW'v6R'WBvR&R6&R&VƗ7F0&WBFR&Vv&B&FrFB7BVRF( RFrFB2'F7V&ǒ6vFbGv7W7FW'22FR&V7F2vRvWB6VG2ƖP( vrvB6WFRG&6f&F( F&VvF( BfVV2ƖRFR&RvVv2c2W7>( &R&WGGV6FR&( ФG&( 2Gv66&vRBǒ6fW'2bGvƖ6F'WBWFVG2&vB7&72vR&vPbFW"W6RBWW&VFV2v60w&v7FVFǒfW"FRV'2B2&VVFWfVVBFǒ&WGvVVFRTBFV"W6P'FW.( 2"dBW&F2FV"WW&V6RvFFW FV2W6RBFW'v6R2&VVW7B0'FB2FV"FVB66B&6R&6W&W2VFFVǒ&frF&RvVVvVW&VBw&VBW&f&֖rWw&FRFW6v6vRf"bЧwwrF666ЧGv2vFWBFR6V6W76&ǒfrFP7F'vFR2FR&W2FBFW'2fR( F6RvFFRWW&V6R&vVǒƖ֗FVBFFPW7FrgFW&&WBf"R2FRFW&W'2@7'V6W'2vBfRBFRF&V7F`VvVW&rG&fVF&RffW&rfVGW&W27V62gVƖvGvVvBFVBV֖V&G3VЦGV&R7FFW6vFGV7Fআ&FVVB7WW"Ɨ6VB7F&BG&vVv0&W77W&F#B6Ɩ66&VB6&W76@&V&VBFW7FVBB6Ɩ6R6&R7&w0vFfW&RrƖfR6Fr( vFG&F22f&Rf"FRbGv( W"&W660&RFbFRƖ^( ЦgFW&&WBgVǒ6W'f6V&RB&R'VF&PFW6vvF66Rb26"f6F27&p&VBFW7FVBBƖ֗FVBGvזV wV&FVRBFR6fFV6RbFR&6WR6vWBg&W"gVǒG&VBf7F'&fV@6W'f6R6VG&W2&VBFRv&B6VFrFRU2WrVBBW7G&Ɩ( Ф26B"Wf22VFR7F'FFVB^( &R&FSSBW6WFV&W"FFVPWfV&RE$$4r55DT0vFWTFVâCB2CCCfG&6VwwrG&6V$D0SSU$4D$54RDTU"TuU5B#p#