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 Now best known by driving enthusiasts for high performance and racing shock absorbers, KONI has produced equipment for the transportation industry since 1857. Over the years, their vast experience has earned them a worldwide reputation for being able to optimize their products for any specific application. And by focusing on high quality shock absorbers, KONI’s no-compromise philosophy results in superb product performance and enhanced car control.
In fact, KONI suspension experts recognize that every vehicle has unique dampening needs, so rather than building only one type of shock absorber, KONI utilizes three technologies (twin tube hydraulic, mono-tube high pressure gas, and twin-tube low pressure gas) from which they choose the best dampening solution. Performance Levels KONI shock absorbers are manufactured with several performance levels: KONI Special shock absorbers (typically painted red) were developed for drivers who want to improve their vehicle in general by providing better comfort and handling. KONI Sport shock absorbers (painted yellow) were developed for sporting drivers by focusing on exceptional road holding and handling properties, combined with an acceptable level of comfort. Adjustable KONI shock absorbers are adjustable, which means that drivers can influence the behavior of their vehicle to meet their preferences for ride comfort and handling balance. This feature also allows the driver to adjust the shock absorber’s dampening to compensate for wear which occurs over tens of thousands of miles. Tailor Made KONI shock absorbers are designed for a specific car and even its special driving conditions. They are not a simple copy of the original, but a tailor made design to get the best handling and ride characteristics from the vehicle. Improvement KONI shock absorbers are designed to improve the handling of the vehicles upon which they are installed. KONI specialists keep on testing and making changes until they are convinced they have reached their optimum blend of handling and comfort. Built For A Lifetime KONI shock absorbers are built to last a lifetime. Once KONIs are installed on a vehicle, they will usually outlive it! KONI street shocks carry a lifetime warranty to the original purchaser for as long as they own their car.
Additional Information
Common questions asked of the KONI Tech Line are as follows:
 Q: What is the difference between KONI Special (red) and KONI Sport (yellow)?
A: The KONI Special (red) has been engineered to maximize the ride comfort with good handling performance for each vehicle application. The KONI Sport (yellow) typically starts at a higher initial valving baseline to give a sportier feel and work on vehicles with higher performance parts. In some instances, KONI will only offer a Special or Sport valving and not both. Some modern cars come from the factory with higher tech suspension systems and wheel/tire packages so they would move directly into the Sport range, however they are still valved to give a comfortable ride with very good handling capabilities.
Q: How much stiffer are KONI shocks than factory shocks?
A: This is a difficult question to answer because every KONI application is developed for that specific vehicle to get the best ride and handling characteristics. In general, most factory shocks are under damped for optimized handling so KONI engineers select firmer valvings. Unfortunately factory shocks are generally chosen for financial reasons rather than performance so lower technology, cheaper shocks are the standard. In some instances, a factory shock may have good characteristics in some parts of the working range but need some help in other parts and there are even a few instances where the KONI engineers found better handling by softening the factory units.
Q: What is the best adjustment setting for my shocks?
A: There is no single best adjustment setting for your KONI shocks because every driver and vehicle has different preferences for comfort, performance, performance modifications and roads to drive on. For most vehicles, we suggest that new KONI's be installed in the full soft position (the standard setting right out of the box) to take advantage of the balance of ride comfort and handling designed by the KONI ride development engineers. If the car has performance upgrades (springs, wheel/tire packages, etc.) or the driver wants the car a bit more aggressive, most people find the optimum setting in the 1/2 to one full turn from full soft range. Over the extended life of the damper or if the driver wants a specific firm handling characteristic, the dampers can be adjusted up higher. Very rarely will a KONI ever need to be adjusted to the full firm setting.
Q: What are the best springs to match my KONI shocks?
A: One of the great advantages of KONI adjustable shocks is that there is no specific spring for matching optimum performance. Instead you can adjust your KONIs to match your springs. Most performance springs have a higher spring rate than the vehicle's original springs. Since the shock controls the motion of the spring, increased spring rates require more rebound damping for control and that is one of the reasons why KONI's are rebound adjustable (and some are double adjustable). Using higher rate springs with OE or soft shocks will very quickly overcome and wear out the shocks. The KONI adjustment range is typically about 100% (twice as firm at the full firm setting as at the full soft setting) to allow for the proper damping of OE springs and high rate performance springs.
Q: How far can I safely lower my car?
A: KONI shocks are designed to fit standard height cars and can work with lowered cars as long as they don't bottom out internally and become damaged. Unlike some shocks, KONI's are not position sensitive so they will work properly anywhere in their stroke range providing they are not bottoming or topping out. Different vehicle suspension designs have different stroke travels but a good rule of thumb is that most vehicles can be lowered acceptably about 1 1/2 inches, beyond that the possibility of bottoming increases rapidly although some longer stroke cars can go lower. Most vehicles are equipped with bump stops to keep the shocks and springs from bottoming out. When lowering a vehicle be sure to reuse your bump stops because they are cheap insurance to avoid bottoming damage. Remember also that severely lowered vehicles typically have negative effects on suspension geometry, ride quality and handling, and tire and suspension part wear.
Q: KONI makes some shocks that are not gas shocks. Why?
A: There are basically three types of shock absorber designs: mono-tube high pressure gas, twin-tube low pressure gas, and twin-tube hydraulic (non-gas). Each of these designs has certain ride and performance characteristics that can enhance the performance of a vehicle and KONI is the only company that makes all three designs. KONI ride development engineers evaluate each new vehicle and can decide which shock design would best apply to that vehicle. Some cars respond best to mono-tubes, some like gas pressurized and others don't. Most shock companies utilize only one or two of these styles because it is less expensive for manufacturing but are therefore, limited in design capability and function.
KONI Tech Line: Call 859-586-4100 or email info@KONI-na.com. Technical Questions can be answered 8-5 EST M-F.
All hydraulic shock absorbers work by the principle of converting kinetic energy (movement) into thermal energy (heat). For that purpose, fluid in the shock absorber is forced to flow through restricted outlets and valve systems, thus generating hydraulic resistance.
A telescopic shock absorber (damper) can be compressed and extended; the so-called bump stroke and rebound stroke.
Telescopic shock absorbers can be subdivided into:
1. Twin-tube dampers, available in hydraulic and gas-hydraulic configuration.
2. Mono-tube dampers, also called high pressure gas shocks.
Click a shock for a more detailed view
TWIN-TUBE SHOCK ABSORBERS (fig. A and B)*
The main components are:
- outer tube, also called reservoir tube (6)*
- inner tube, also called cylinder (5)*
- piston (2)* connected to a piston rod (1)*
- bottom valve, also called footvalve (7)*
- piston rod guide (3)*
How Does a Twin-Tube Shock Absorber Work?
Bump stroke.
When the piston rod is pushed in, oil flows without resistance from below the piston through the outlets A*, B*, C*, and D* and the non-return valve (19)* to the area above the piston. Simultaneously, a quantity of oil is displaced by the volume of the rod entering the cylinder. This volume of oil is forced to flow through the bottom valve into the reservoir tube filled with air (1 bar) or nitrogen gas (4-8 bar). The resistance, encountered by the oil on passing through the footvalve, generates the bump damping.
Rebound stroke.
When the piston rod is pulled out, the oil above the piston is pressurized and forced to flow through the piston. The resistance, encountered by the oil on passing through the piston, generates the rebound damping. Simultaneously, some oil flows back, without resistance, from the reservoir tube (6)* through the footvalve to the lower part of the cylinder to compensate for the volume of the piston rod emerging from the cylinder.
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MONO-TUBE SHOCK ABSORBER (fig. C)*
The main components are:
- (pressure) cylinder, also called housing
- piston (2)* connected to a piston rod (1)*
- floating piston, also called separating piston (15)*
- piston guide (3)*
How Does a Mono-Tube Shock Absorber Work?
Bump stroke.
Unlike the twin-tube damper, the mono-tube shock has no reservoir tube. There is still a need to store the oil that is displaced by the rod when entering the cylinder. This is achieved by making the oil capacity of the cylinder adaptable. Therefore the cylinder is not completely filled with oil; the lower part contains (nitrogen) gas under 20-30 bar. Gas and oil are separated by the floating piston (15)*.
When the piston rod is pushed in, the floating piston is also forced down by the displacement of the piston rod, thus slightly increasing pressure in both gas and oil section. Also, the oil below the piston is forced to flow through the piston. The resistance encountered in this manner generates the bump damping.
Rebound stroke.
When the piston rod is pulled out, the oil between piston and guide is forced to flow through the piston. The resistance encountered in this manner generates the rebound damping. At the same time, part of the piston rod will emerge from the cylinder and the free (floating) piston will move upwards.
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The characteristics of shock absorbers hardly ever get the attention they deserve, despite the damper being responsible for comfort, roadholding, stability and safety.
Below is a force velocity graph of a KONI Special and a KONI Sport shock, both designed for the same vehicle. The graph displays the adjustment ranges for both shocks. The pink area shows the adjustment range where both shocks are equal in value. The red area indicates that portion unique to the KONI Special, while the yellow area is specific to the Sport shock only. When a car accelerates, brakes or rolls, typical damper speeds are in the (A) area. Damper speeds caused by road surface irregularities (bumps, railroad tracks, etc.) are in the (B) area.
KONI Special (red or black). The KONI Special dampers are designed to offer the best compromise between road handling and comfort. If only a Special damper is listed, its adjustment forces are designed for all driving requirements.
KONI Sport (yellow). The KONI Sport dampers are designed for aggressive driving or cars with suspension upgrades while continuing to offer comfort. If a KONI Sport is listed as an alternative to the KONI Special, choose Sport for aggressive handling characteristics.
KONI Sport (yellow) shocks are identified by the Sport suffix (example, 8040-1026 Sport). KONI Special (red or black) shocks are listed without the Sport suffix (example, 8040-1026).
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