DT Swiss R 232 ONE Lever Standard Shock

The DT Swiss R 232 ONE Lever Standard is a top-of-the-range shock absorber designed for Cross-Country use. Whether jumping an obstacle, tackling a technical section or performing effectively during a sprint, it demonstrates versatility and overcomes all challenges.

The INCONTROL system allows you to adjust the shock and its compression settings across three different levels to ensure optimal performance on any terrain. Equipped with the Remote Lever, you can switch from OPEN mode to DRIVE mode in seconds. The former provides maximum damping for high-speed descents, whilst the latter allows you to tackle the most technical climbs. Not to mention LOCK mode, which offers optimal power transfer, highly effective during sprints.

The R 232 ONE is available in 4 sizes (axle-to-axle/travel); please check compatibility with your frame before purchasing.

Recommended use:

- Cross-Country, Marathon

Technical specifications:

- Material: Aluminium
- Shock mount: Standard
- Suspension system: LINEAIR
- Damping system: INCONTROL
- Bearing type: DU bushing
- Axle spacing/Travel: 190x40, 190x45, 210x50, 210x55
- Compression and rebound adjustment: Medium-Medium
- Actuation: Lever
- Weight (190x40): 245g

Technologies:

- INCONTROL: The INCONTROL system opens and closes the CHV and CBV channels to regulate oil flow and, consequently, the compression level. The suspension can thus be customised for any situation. This system offers 3 settings: Open, Drive and Lock. Open mode is ideal for descents, providing ultra-responsive and precise damping. Drive is the intermediate setting. It absorbs the biggest bumps whilst maintaining firmness for optimised pedalling efficiency. Finally, Lock mode stiffens the whole system for total power transfer.
- LINEAR: The R 232 ONE is based on a dual-chamber system regulated by a bypass. When the shock is fully extended, the pressure in the positive chamber is lower than that in the negative chamber. The initial travel is low, whilst traction and sensitivity are perfectly optimised. On compression, the piston moves over the chamber’s bypass. When the piston is on the bypass, this ensures the pressure in the chambers is balanced. As the shock is compressed further, only the air in the positive chamber is compressed and the negative chamber is depressurised.