DT Swiss R 535 ONE DU Shock Absorber - Air | Trunnion

Find the flow on the trail

Driven by the passion to get into the right flow on the trail, the R 535 ONE repositions the bypass in the air chambers. This allows the all-mountain shock to benefit from greater sensitivity compared to small shocks and make trail riding even more comfortable without compromising the travel in the middle and at the end. The shock is equipped with the INCONTROL system and has various damping modes that can be controlled via a lever.

Features of the DT Swiss R 535 ONE DU Shock Absorber - Air | Trunnion

• DU bushings: Even more compatibility, as DU bushings also allow shock bolt diameters of 8 and 10 mm.
• INCONTROL: The damping can be adjusted while riding.
• Adjustment wheel for easy adjustment of the damping rebound
• Suspension system: LINEAIR
• Suspension adjustment options: Air pressure
• Damping system: INCONTROL O.D.L. (Open/Lock)
• Compression settings: INCONTROL (3-pos.)
• Rebound settings: Lowspeed Rebound
• Pre-setting compression/rebound: Medium/Medium
• Mounting system: Trunnion Mount
• Air chamber material: Aluminum
• Oil chamber material: Aluminum

Technologies of the DT Swiss R 535 ONE DU shock :

INCONTROL:

The INCONTROL damping system is based on a state-of-the-art low- and high-speed system. During slow compression, the oil flows through the non-adjustable low-speed compression (LSC) channel. During fast compression movements, the oil also flows through the oil channel of the high-speed compression (HSC) valve.

• In OPEN mode, the oil flows through the low and high-speed compression channels. OPEN mode provides sensitivity and therefore a lot of traction.
• When LOCK mode is set, a valve closes the LSC and HSC oil channels. Ideal for sprint situations on flat stretches of road where maximum power transmission is required. A pressure relief valve protects the rider and equipment from unexpected shocks.

LINEAIR:

The aim was to develop a powerful and lightweight shock that offers low breakaway force, a mid-stroke range that allows it to float over bumps on flat tracks and a progressive final stroke that avoids rough bumps. This was achieved through the position of the bypass and the volume of the air chambers.