Review: DVO Topaz X - Shock Week 2023
DVO Topaz X
DVO made waves by entering the suspension market nearly ten years ago with their show-stopping USD Emerald fork. Continuing with a focus on user-friendly service and tuning, their Topaz X air shock shouts the same message as their other shocks, but this time with more external adjustments.
The addition of the letter “X” to the Topaz model a more precise low-speed compression adjuster knob, as well as one on the external high-speed side with the usual singular rebound dial. On top of that, the bladder pressure is tuneable along with the positive and negative air spring volumes.
The addition of the letter “X” to the Topaz model a more precise low-speed compression adjuster knob, as well as one on the external high-speed side with the usual singular rebound dial. On top of that, the bladder pressure is tuneable along with the positive and negative air spring volumes.
Topaz X Details
• Tool-free damper dials
• Pressurized bladder design
• High-speed compression - 9 clicks
• Low-speed compression - 5 clicks
• Rebound - 9 clicks
• Weight: 512 grams
• Price: $550 USD
• dvosuspension.com
• Tool-free damper dials
• Pressurized bladder design
• High-speed compression - 9 clicks
• Low-speed compression - 5 clicks
• Rebound - 9 clicks
• Weight: 512 grams
• Price: $550 USD
• dvosuspension.com
All of DVO’s shock designs utilize a pressured bladder in the damper over an internal floating piston (IFP). The two designs are similar in layout, except that the bladder is said to reduce friction between the oil reservoir and pressurized air seal of an IFP. In theory, this should allow for ultra-smooth shaft direction changes.
Setup
Preparing the Topaz X isn’t overly complicated, despite the shock having a second Schrader valve on the bladder. The theory of pressuring the bladder is to reduce the chance of cavitation - the higher the air spring pressure, the higher the bladder pressure.
As usual, we started with a spring rate that gave us roughly 30% sag. I say roughly, because bolting the Topaz X to the Nomad hides the position of the O-ring on the shock body, and lower shock mount behind the frame.
I landed on 190 PSI in the air spring and 160 PSI in the bladder. Both numbers lie close to the middle of their respectable pressure ranges, 100-300 PSI, and 140-180 PSI.
In terms of the clickers, finding a sweet spot took a little longer than the other shocks. Dario and I agreed that when adjusting the HSC and LSC one click at a time, and exclusively, their effects weren't evenly applied. One click could have either little effect on the damping, or, as we moved further toward the closed position, each subsequent click would change the damping drastically.
With that said, I did find a sweet spot which happened to be 3 clicks from closed on the green LSC dial, 6 HSC, and 6 out on the rebound adjuster.
A bladder separates the oil reservoir from the air and is said to reduce friction compared to an IFP design.
Climbing
Gaining those external adjustments over the standard Topaz, you do lose the T3 compression adjustment, which firmly locks out the shock in the closed position. Without that T3 lever, it’s unlikely anyone will take the time to turn the LSC dial for a climb.
Climbing the Nomad with my preferred shock settings meant that the Topaz X provided an adequate level of support, equal to the Marzocchi with its compression adjuster open, but a hint less than the Float X2, Vivid or TTX Air.
Easy access - all air valves and tool-free damper adjusters are located on the upper end of the eyelet; main spring, bladder pressure, LSC, HSC, and rebound.
1, 1, 2, 3, 5... not all clicks have an equal effect.
Descending
Is the bladder as squishy and supple as you’d hoped to hear? Well, yes and no. On one hand, the buttery transition in shaft direction rivals the monster-sized Vivid and Float X2 shocks.
Unfortunately, there was a pesky bit of top-out. When the bike became unweighted, a slight bump could be felt as the shock returned to full travel. In the case when the rear wheel was on the ground, the shock functions extremely smoothly.
And what about the air spring performance? The Topaz X produced a generic air spring ride that took a touch more effort to ease into the travel than the rest of the bunch, although I wouldn’t say it wallows by any means.
Altering either air spring volume wasn’t the play here as progression was spot on. A similar level of support was found on the Marzocchi. These two shocks provided a softer mid-stroke with a later, more aggressive ramp-up. No negative spacers were installed to begin with, therefore no actions could remedy the initial force required to break it into the travel.
Sitting in the middle of the price bracket, the Topaz X provides value with DVO’s vault of tuning arrangements and the on-the-bike external adjustments, even if they are finicky. Another win is that no special tools are required for regular air can servicing which comes up at 150 hours of ride time, or about once a year.
Are those new external features and moderate $550 USD pricing enough to hold onto the fans of DVO’s bladder-type dampers? Considering that three other high-end shocks give you equal, if not more adjustability and climbing functions for roughly $200 more, they’ll be hard to look past.
Changing clip-on volume spacers only involved releasing the air spring pressure and the help of a strap wrench to twist off the air can.
Pros
+ Changes in shock shaft directions are very smooth
+ Tool-free LSC, HSC, and rebound adjusters
Cons
- We observed a small clunk or top-out as the shock returned to full travel
- LSC and HSC adjusters do not produce equal changes per click
- Increase in LSC adjustments is forfeited in favor of T3 lever (climb switch) from Topaz 3
Stay tuned for more Shock Week content, including a roundtable discussion of all the air shocks we tested.
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Must Read This Week
I even sent it back and they added more to the top out bumper but it’s still noticeable
That…. Is most annoying.
Either will remove or use some zip ties.
You're right, though, there's plenty more to explore on this topic for the next edition of Shock Week.
And on that topic, we need to standardize reference points! some setup guides have clicks OUT from from full closed, and some have clicks IN from full open. Then I get confused when someone hands me a bike with HSC and LSC at polar opposite ends of the range. lol
Imagine Mike saying that the X2 broke in almost everybody whos ever had it on its bike....
It would reduce AD revenue, steeper than how ad revenue died on tweeter after they stopped endorsing trans & Faty bombaty positivity
www.penskeshocks.com/blog/what-do-low-speed-and-high-speed-compression-adjusters-do
www.penskeshocks.com/blog/what-is-low-speed-compression-and-why-might-you-need-to-adjust-it
All these fanboys declaring hot trash, sucking fox's dick without even trying something else are why entry level bikes with nx and garbage wheels are $4k.
I think you mean the lever was forfeited in favor of the range...
Not exactly a resounding review - although it aligns with what these reviewers are saying. No matter how you slice it, its worth your $$ to look at other options.
Well, yes. That top-out issue has nothing to to with the bladder. What a slight bump mean with respect to top out, anyway? Felt, heard, both? A detent or notch feel?
www.penskeshocks.com/blog/what-do-low-speed-and-high-speed-compression-adjusters-do
www.penskeshocks.com/blog/what-is-low-speed-compression-and-why-might-you-need-to-adjust-it
the EU service center -cosmic sports- is the worst shop ever! the even have any spar parts in stock (waiting time till a half year)!
Might I suggest switching all articles to reference the sag in furlongs or beard-seconds?
I’ll see myself out……
www.pinkbike.com/news/dvo-compression-upgrade-kit-garnet-dropper-post-taipei-cycle-show-2023.html
It’s useful if your looking for coil-like linear spring rates.
Premium feature: not for 99/100 users
Coil-like spring rate: buy a coil.
Look I get it, air has it's place since it's soooo much easier to setup for the average rider and for shops not to have to carry millions of springs when they sell the bike and modern air shocks including this vivid do feel great, but....
...no matter how they twist and turn and tune things the coil will still have the edge. Period. All of these bells and whistles increase the complexity and thus the cost and maintenance, all just to play second fiddle to a coil in the first place.
Maybe in another generation air will truly overtake and replace coil but this Vivid has not done that yet.