Mk5/Mk6 Front Koni Strut Set - Sport Series (Yellow) - PAIR

Set of 2 Koni Sport (Yellow) Front Shocks - Mk5 / Mk6

Q: What is the difference between KONI Special (red) and KONI Sport (yellow)?

A: The KONI Special (red) has been engineered to maximize 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. Sometimes, KONI only offers a Special or Sport valving, not both. Some modern cars come from the factory with higher-tech suspension systems and wheel/tire packages to move directly into the Sport range. However, they are still valved to give a comfortable ride with excellent handling capabilities.

Q: How stiff are KONIs compared to factory shocks?

A: This question is tricky because every KONI application is developed to get the best handling characteristics for that vehicle. Generally, most factory shocks are underdamped for optimized handling, so KONI engineers select firmer valving. Unfortunately, factory shocks are usually chosen for financial reasons rather than performance, so lower technology, cheaper shocks are standard. In some instances, a factory shock may have good characteristics in some parts of the working range but needs some help in other parts. 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 KONIs because every driver has different preferences for comfort, performance, performance modifications, and roads to drive on. We suggest that new KONIs be installed in the full soft position for most vehicles. (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 a bit more aggressive, most people find the optimum setting in the 1/2 to one complete turn from the 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 KONI need to adjust to the entire firm setting.

Q: What are the best springs to match my KONIs?

A: One of the significant 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, which is one reason why KONIs are rebound adjustable (and some are double adjustable). Higher-rate springs with OE or soft shocks will quickly overcome and wear out the shocks. The KONI adjustment range is typically about 100% (twice as firm at the entire firm settings at the complete soft setting) to allow for proper damping of OE and high-rate performance springs.

Q: How far can I safely lower my car?

A: KONIs 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, KONIs 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 have bump stops to keep the shocks and springs from bottoming out. When lowering a car, reuse your bump stops as they are cheap insurance to avoid bottoming damage. Remember that severely lowered vehicles typically also negatively affect 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 three shock absorber designs: mono-tube high-pressure gas, twin-tube low-pressure gas, and twin-tube hydraulic (non-gas). Each of these designs has a confident ride and performance characteristics that can enhance a vehicle's performance, and KONI is the only company that has made three designs. KONI ride development engineers evaluate each new car and can decide which shock design would best apply to that vehicle. Some cars respond to monotubes, some like gas pressure, and others don't. Most shock companies utilize only one or two of these styles because they are less expensive for manufacturing but are limited in design capability and function.

Q: I want to lower my car with a coil-over sleeve kit. How do I set up my vehicle with KONIs and coil-over sleeves?

A: Many coil-over sleeve systems are on the market, but the key is to find ones that will fit the KONI damper properly. Most of these are built to fit over many aftermarket shock absorber brands, but this means many will not fit well. KONI is unique because some applications feature an adjustable spring seat mounted on a circlip on the shock body. This circlip design is robust when loaded correctly and captured, so it cannot be forced open. However, suppose the mounting on the circlip is unevenly loaded or not correctly captured, allowing the circlip to increase in diameter from load or impact. In that case, you have a potentially dangerous situation where damage could occur. With proper installation and loading, the circlip system allows for excellent strength and ride height adjustability simultaneously. Also, when selecting and installing your coil-over system, you should take care of it to avoid letting the spring coil bind (compressing the spring down to a solid state) during usage, which can risk bottoming and damage. A proper-length bump rubber should keep the spring from coil binding and the shocks from bottoming internally. You'll need to contact the dealer or the manufacturer of the coil-over system and get any necessary adapter rings to mount the sleeve system to the KONI.

Q: Why are some KONI shocks not externally adjustable?

A: We try to have the application externally adjustable so that it can be easily adjusted on the car. In some cases, this is not possible due to the vehicle's design constraints. Some cars cannot physically access an adjuster or have mounts that prohibit an adjustable shock. In these cases, the shocks are still adjustable but must be removed from the vehicle to do so.

Q: What's the difference between the standard KONI shocks and those in the Threaded Suspension Kits and the RSK kits?

A: The dampers in Threaded Suspension Kits are based on KONI Sport shocks but have been made specifically for the elements of the kits. Depending on the applications, some have different maximum or minimum lengths and valves to match the springs and lowering goals of the kits precisely. Most are plated threaded bodies; some are tight steel sleeves on yellow-painted shock bodies. The dampers in the RSK kits are based on the red-painted KONI Special shocks, but they have been specifically valved to work with the kit springs. Additionally, they have multiple spring perch grooves, so the car's height can be adjusted during installation.

Q: What is theKONI warranty? How do I go about getting replacements?

A: The KONI warranty is a lifetime warranty to the original purchaser against defects in materials and artistry for as long as you own that car registered for street use. The warranty does not cover damage to the parts caused by misuse, misapplication, installation, motorsports, etc. The warranty does not include mounting bushings. If you have a defective damper, contact the company from which you purchased the unit(s) or KONI North America directly at warranty@koni-na.com or 859-586-4100. We need a copy of the purchase receipt and a vehicle registration to process your warranty. We will generate a return goods authorization (RGA) and can replace the dampers in advance whenever you like. You can look at our warranty form if you would like more specific information about the warranty.

Q: I own a vehicle with sealed struts, but I think you offer an insert for it. How is this possible?

A: KONI has designed an ingenious method of installing inserts into sealed housings, thus allowing the use of performance dampers when they were previously unavailable. It has become common practice for auto manufacturers worldwide to save money using factory-sealed strut housings rather than the traditional threaded closed housings when they build new cars. KONI will make a complete strut housing damper whenever possible, but the necessary spring perches and mounting brackets are sometimes unavailable or financially unfeasible. By designing the KONI Cut-A-Strut insert system, many vehicles with factory-sealed struts now have performance damper options. The installation requires only essential tools that most individuals already own. These tools include a cutting device such as a hacksaw, grinder, or pipe cutter to open the strut housing and an electric drill. Generally, it takes 15-20 minutes of additional labor per corner over a traditional strut insert installation. KONI has used this method successfully for many years in numerous applications, from Porsche to Ford, Honda to Hyundai. If you have any questions, please don't hesitate to contact KONI, your dealer, or click here for additional instructions.

Q: I often hear the terms strut and shock used interchangeably. Are they different?

A: Shocks and struts are similar in that they damp (slow down) the vehicle motion. The critical difference between a strut vs. a shock is that a shock only controls the car's motion, while a strut is a locating suspension member. If you remove a shock, the spindle or axle will still be wholly attached to the vehicle. If you remove a strut, the spindle or axle can move outside its regular motion. Shocks and struts may or may not have a spring mounted. It is often assumed that any damper with a spring is a strut; this is not the case.