RAAW MADONNA User manual

RAAW MADONNA
USER MANUAL
V1.5 –April 2019
www.raawmtb.com
Contents
Madonna general information
Technical specifications
Geometry table
Suspension characteristics
Gear bag and tube strap
Assembly of components
Cable routing
Compatibility of components
Torque settings
Maintenance
Cleaning
Pivot Maintenance
Frame assembly
Shock setup
FOX DHX2
FOX DPX2
FOX Float X2
Warranty
Crash replacement
Contact

Madonna General Information
The RAAW Madonna is an enduro mountain bike designed to ride up and down mountains.
It is a product that needs to be built up carefully by a professional mechanic, with
components that fit according to the technical specifications. The bike needs to be
maintained and checked on a regular basis to avoid damage or uncommon wear. All
components need to be taken care of, as described in the manufacturers manual.
The RAAW Madonna can be used for all kinds of trails including bikepark riding, but the
owner is always fully responsible for his or her riding.
Technical Specifications
Travel front/ back
160 / 160 mm
Wheel size
29” (740-755 mm)
Max tire width
2.6” (66 mm)
Tire clearance
84 mm
Rear hub
148*12
Shifting
One-by only, boost, 36t max
BB
73mm BSA / ISCG05
Brake
180mm Postmount
Seat tube diameter
31.6 mm inside, 35 mm outside
Internal seatpost routing
yes
Shock remote routing
yes
Seatpost max insert
M 240 mm / L 275 mm / XL 275 mm
Headset
44 / 56 Zero stack
Cable routing
All external
Tire to seat tube clearance
10 –18 mm (depending on size and tire)
Shock hardware
Ball bearings and hardware included
Bearings main pivot
2x 61808-2RS1 (52*40*7)
Bearings other pivots
10x 91903-2RS1 (28*15*7)
Recommended fork dimensions
ATC 567.1 mm –Rake 51 mm
Shock dimensions
205*60 –Trunnion
Weight
3.8kg (incl. all hardware, w/o shock, size M
Material
AL 6066 T6

Geometry Table
(all dimensions in mm except for angles)
Medium
Large
Extra Large
Reach
440
475
500
Stack
627
639
648
Chainstay Length
440
445
450
BB Drop
35
BB Height
340.5
Seat Tube Length
420
445
470
Virtual Seat Tube Angle
77°
78.2°
78.2°
Actual Seat Tube Angle
70.7°
74°
74°
Horizontal Top Tube
585
609
636
Head Tube Length
110
120
130
Headtube Angle
65°
Fork Length
567.1
Fork Rake
51
Wheelbase
1212
1256
1291
Body height*
164 - 177 cm
175 - 188 cm
185 - 198 cm
Recommended stem length
35 - 50
*Sizing depends on body height and riding style
Suspension Characteristics
2
2,1
2,2
2,3
2,4
2,5
2,6
2,7
2,8
2,9
3
010 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160
Leverage Ratio
Travel (mm)
Leverage Ratio

60
80
100
120
140
160
010 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160
Antisquat (%)
Travel (mm)
Antisquat (32-16) (1150mm)
0
10
20
30
40
50
60
010 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160
Antirise (%)
Travel (mm)
Antirise (1150mm)
0
10
20
30
40
50
60
70
80
90
100
110
120
130
140
150
160
-5 0 5 10 15 20
Travel (mm)
Horizontal displacement (mm)
Axlepath

Gear Bag and Tube Strap
The gear bag is placed in the top tube and positioned by a push button.
The tube strap is positioned at the two eyelets in the recess of the downtube. A tubolito
tube and a 25g CO2cartridge can be mounted as pictures below:
Cable Routing
The cable routing is fully external, which makes it a dream for the assembly of the brake,
seat post and derailleur. Here is an overview of the advised routing:
With a different configuration on the handlebars, the position of the cables on the front of
the downtube can be changed.
Make sure the cables are not twisted to avoid them rubbing the frame. The hose of the
brake and the cable of the derailleur need a little s-bend above the BB as picture below. This
is important for the movement of the rear suspension. We recommend to assemble the
cables without the shock mounted, to be able to verify the free movement of the
suspension.

Compatibility of components
The components chosen to build up the frame need to fit according to the technical
specifications.
Some (mainly older) chain guides with the required ISCG05 mount will not fit, when the
mounting plate is too much extended to the back. Please send us a quick email if you
consider buying a chain guide with a large mountain plate.
Torque Settings
All frame bolts including the brake mount bolts need to be tightened to 12 nm. The main
pivot nut needs to be tightened to 50 nm. Make sure to use a thread-locker in medium
strength for the brake mount bolts. All frame bolts should be assembled with grease on
the thread and contact surfaces.
Cleaning
The bike needs to be maintained and checked on a regular basis to avoid damage or
uncommon wear. All components need to be taken care of, as described in the
manufacturers manual. Cleaning should be done with water, a mild soap and a brush. The
Madonna has a fully sealed pivot design, but it is still recommendable to avoid pressure
washing.
Pivot Maintenance
The pivots of the frame are fully sealed. Depending on the conditions you are riding in, it is
recommended to disassemble all pivots after a season of riding to clean it from dust and that
made it through. Now remember, the bearing itself also has a seal, so the dust coming in
through the first seal, still needs to make it trough the second seal, to do harm.

Frame assembly
The frame is built up as below. Every single part is available, in case it is damaged or needs
replacement. Please send us an email and we will sort you out.

FOX DHX2 / Float X2 / DPX2 Setup for the RAAW Madonna
Here are a few basics about spring-rate, sag and parameters that determine the spring rate
you need.
•The rate of the spring you use in your DHX2 shock defines the amount of sag. The air
pressure you use in your Float X2 or DPX2 defines the amount of sag.
•Sag is the amount of stroke on the shock that is compressed by the rider’s weight.
•A higher spring rate, or more air pressure will result in less sag.
Defining the spring rate or the air pressure that fits you, depends on a few factors.
•The spring rate or air pressure depends on the design of the suspension. The same
rider will need different spring rates on different bikes. You cannot simply transfer
the spring rate or air pressure from bike A to bike B.
•The spring rate or amount of air pressure mainly depends on the rider’s weight. The
weight should include all gear you wear.
•Your riding style also influences the spring rate or air pressure that fits you best.
Choosing a firmer spring (higher rate) or more air pressure will result in less sag,
which means:
•You will effectively use less travel
•The geometry of the bike will be a bit more ‘up-right’, with a little higher BB
•The chance to bottom out is smaller
Choosing a softer spring (lower rate) or less air pressure will result in more sag, which
means:
•You will effectively use more travel
•The geometry of the bike will be a bit more ‘slack’, with a little lower BB
•The chance to bottom out is bigger
The compression damping and the rebound damping are also very important in setting up
the shock correctly. If for example you are a racer and have a very aggressive/ efficient riding
style, you might want to go up in spring rate or air pressure, but you can also play with the
high speed and low speed compression.
If you have the FOX DHX2, it is recommendable to have a few different spring rates in your
toolbox. This way you can change your sag depending on the gear you wear, the type of
terrain you ride and simply how you feel.
These are spring rates we recommend for the DHX2, with a basic setting for the four
damping settings. The number of clicks is counted from fully closed. The damping settings
can also be taken for the Float X2.
Rider’s weight (in KG)
Spring rate in (lbs/in)
HSC
(1/22)
LSC
(1/22)
HSR
(1/22)
LSR
(1/22)
57-63
400
12
16
0
14
64 - 70
450
11
15
0
13
71 - 77
500
10
14
0
12
78 - 84
550
9
14
0
11
85 - 91
600 (no SLS)
8
13
0
10
92 - 98
650 (no SLS)
7
13
0
9
99 - 105
700 (no SLS)
6
12
0
8

The Float X2 and DPX2 need to be set up by measuring the sag. Keep adding air until you
reach 25-30% sag on the shock.
Important: The Float X2 and the DPX2 have a positive air chamber and a negative air
chamber.
•The positive air chamber is filled by the shock pump.
•The negative air chamber is filled by the main air chamber, by compressing the
shock.
This means, when you add air to the positive chamber with a shock pump, some of that
pressure will move to the negative chamber after compressing the shock a few times.
For example: if your shock is on 0 psi and you increase the pressure of the positive
chamber to 250 psi, you will have to compress the shock a few times, to fill the negative
chamber. After doing that, the pressure in the positive chamber will be considerably lower
than 250psi.
This is how to set up the pressure correctly:
1. Add pressure to the positive chamber with a shock pump.
2. Remove the shock pump and compress the suspension a few times by sitting on the
bike.
3. Repeat the two steps above until you reach the right amount of sag and both air
chambers are filled.

HSC –High Speed Compression
Large impacts hitting the rear wheel fast are absorbed by the spring and can be slowed
down by the high-speed compression damping. Adding HSC damping will slow down the
suspension when being compressed by a large impact.
LSC –Low Speed Compression
Small impacts hitting the rear wheel are absorbed by the spring and can be slowed down by
the low-speed compression damping. With no LSC damping, the spring will be able to absorb
every little impact and track the ground very precisely. By adding LSC, you can make your
suspension use less travel on small impacts, which can make the suspension a bit calmer on
small impacts. You can also add LSC to make the suspension move less by the movements of
your body when pedaling. The ‘2-position lever’ is a lever adding a large amount of LSC for
more efficient pedaling.
HSR & LSR –High Speed Rebound & Low Speed Rebound
The rebound damping defines how fast the suspension extends after absorbing an impact.
More rebound damping means that the suspension extends slower. If it extends too slow, it
might not be ready for the next impact. A compressed shock is holding the energy from the
impact, so if your rebound is too fast, you will get the energy right back to your feet, making
the bike hard to control.
The difference between HSR and LSR is not as clear to feel as the difference between HSC
and LSC. We recommend to fully close the HSR and play with the LSR. Only if the LSR is fully
open and still too slow, you can open up the HSR. There are different approaches to set up
the LSR and HSR, we based this recommendation on Vorsprung Suspension’s video:
https://www.youtube.com/watch?v=1yUdJAuUOr4