KONIMotosport Catalog

QUALITY
WHY KONI?
A KONI is not your average shock absorber. KONI PHILOSOPHY
They feature a number of standards that make As KONI is known as the shock absorber specialist par excellence, we
them unique: commit ourselves to delivering to our customers the finest quality product
with the best performance. KONI has vast experience, and a world-wide
ADJUSTABLE: to set them to your personal
reputation in developing their products for all applications.
preference and to compensate for wear.
TAILORMADE: not a copy of the original, Our engineers ensure that every product is manufactured to meet the
but designed for a specific car or even highest standards. KONI shock absorbers are produced from the finest
conditions. materials; surfaces are machined to the narrowest tolerances and quality
IMPROVEMENT: individually tested until control is incorporated in all production steps. At the end of the production
the optimum in handling and comfort is line every single damper is 100% dyno-tested to assure highest quality.
reached.
This philosophy results in unrivaled lifetime, superb road performance and
SAFETY: the handling of your car is a
maximum customer satisfaction. Our philosophy is one of no compromises!
major issue for your own safety.
INVOLVEMENT: KONI test drivers are
dedicated car enthusiasts themselves.
BUILT FOR A LIFETIME: a set of KONI A B C
shock absorbers will usually outlive your car.
KONI TECHNOLOGY
KONI experts recognize that every vehicle has
unique damping needs. KONI manufactures
three shock absorber technologies in order to
choose the perfect damping solution. Every
KONI is adjustable for ultimate perform-
ance benefits.
KONI Shock Absorber Components:

1 Piston rod
2 Piston
3 Piston rod guide
4 Piston rod seal
5 Inner Cylinder
6 Reservoir tube
7 Foot valve
8 Bypass valve
9 Bypass spring
10 Adjusting nut
11 Adjusting knob
12 Adjusting detent
13 Compression valve assembly
14 Rebound valve assembly
15 Floating piston
16 Dust cover
17 Adjusting rod
18 Dust cap
19 Non return valve
20 Non return valve
21 Valves
A, B, C, D, E, F, G, H, J, K and L TWIN TUBE TWIN TUBE MONO-TUBE
Various orifices HYDRAULIC LOW PRESSURE GAS HIGH PRESSURE GAS
INDEX
KONI Quality.....................................................................................Inside Front Cover
Road Racing/Autocross
2822 Series................................................................................................................2-3
2812 Mk. II Series .........................................................................................................4
2812 Long Body Series.................................................................................................5
2817 Series Struts ........................................................................................................6
2816 Series Inserts .......................................................................................................7
3012 Series ...................................................................................................................8
8212 Series ...................................................................................................................9
8610 and 8611 Series Inserts.....................................................................................10
Race Series.................................................................................................................11
Damper Length Guidelines .........................................................................................11
Road Racing Technical Reference.........................................................................12-13
Road Racing Tuning Guide .............................................................Inside Back Cover
Drag Racing
Drag Racing Technology .............................................................................................14
Electric Drag................................................................................................................15
8212 SPA1 and 8216 SPA1 Series .............................................................................16
80-2650 SPA1 .............................................................................................................17
Drag Racing Coil-Over Guidelines ..............................................................................17
Stock Applications..................................................................................................18-19
Drag Racing Technical Reference..........................................................................20-21
Drag Racing Tuning Guide ..............................................................Inside Back Cover
Oval Track
Oval Track Technology ................................................................................................22
2812 Series .................................................................................................................23
3012 Series .................................................................................................................24
3014 Series .................................................................................................................25
30 Series .....................................................................................................................26
Force Velocity Chart for 30 Series ..............................................................................27
Street Stock Applications ............................................................................................28
Oval Track Tuning Guide...........................................................................................29
Components
Threaded Coil-Over Sleeves and Spring Perches .................................................30-31
Bump Rubbers ............................................................................................................31
Adjustment Procedures ......................................................................................32-33

Shop Services ...........................................................................................................34
Shock Fabrication Sheet ..........................................................................................35
Rebuild/Modification Sheet ......................................................................................36
For Adjustment Procedures, FAQs, Passenger Car and Light Truck For Heavy Duty Applications
and Technical Information Applications Use KONI CD Catalog or
Use KONI Technical Guide 103613 Use KONI Catalog 103609 www.konirv.com
1
ROAD RACING / AUTOCROSS
2822 Series 4-way

The 2822 4-way adjustable damper has been developed to give you the ultimate control over
the valving of the damper. Based on the proven technology of the 2812 2-way adjustable
damper, the 2822 4-way damper goes further by providing both low and high speed adjust-
ment for compression and rebound. These shocks are also racer rebuildable and revalveable.
Damper type can only be either opened or closed. Thus total
The 2822 Series is a double wall, high pressure repeatability of performance is engineered into
gas shock absorber. Specifically designed for the damper and the need for calibration on a
competition purposes, it is fully adjustable while damper dyno is eliminated. A unique feature is
fitted on the car. It contains two low speed that the low speed damping is created through
adjusters in top eye assembly and two for high 2 stages, one by predefined bleed holes and
speed damping on the side of the body, both the other one by ports.
independent for compression and rebound
damping. Its precision adjustment mechanism High speed:
allows the maximum control possible over the With high piston velocities, such as those cor-
damping forces generated. related with rough sections of pavement, the
high speed damping becomes important. The
Low speed: suspension needs to be able to move instead
On modern racing cars precise control over of becoming solid due to too much damping.
the damping forces at low speeds is very Two cartridges, fitted in the high speed block,
important. This in turn means that very small control the high speed damping and adjust-
flows of oil have to be controlled. In many rac- ment. They allow the damper to have an
ing damper designs, a needle valve is used adjustable blow-off force. Also these operate
that tries to achieve this. Such a simple mech- totally independent of each other and feature 8
anism has many drawbacks. For KONI, positions, all being predefined and having dis-
repeatability, consistency and ease of use are tinct stops. The adjustment range of all four
a must for any racing damper. To achieve this, cartridges are wide and divided in equal steps.
the 2822 Series uses superior and advanced
adjustment cartridges that control the opening Figure 1 shows the damping characteristic
and closing of valve loaded ports. These two in bump and rebound without a high speed
cartridges are contained in the main piston, blow off.
one for bump and one for rebound. They oper-
ate totally independent of each other. For each Figure 2 shows a graph only having a high
8 adjustment positions are available, generat- speed blow off. In the 2822 these two are
ing a total of 64 predefined damping curves. combined, resulting a graph of which Figure 3
Distinct stops (clicks) assure that each port is an example.
Figure 1 Figure 2
Low Speed Only High Speed Only
2
2822 Series 4-way (continued)

Figure 3
Unique features. Combination Low/High Min and Max
Also unique to both low as well as high speed damping is that the bump and
rebound forces are generated by the piston area and not by rod displacement
at all. This creates a very precise control over the damping forces and very
little phase lag (hysteresis) due to the lower hydraulic pressures. Besides, it
makes a separate reservoir to accommodate the bump adjuster superfluous,
and installation simple, lightweight and clean.
The high speed adjustment on the 2822 Series is fitted on the side of the
damper. In combination with the low speed adjustment it will be able to gen-
erate 4096 predefined damping curves. This makes the control over the
damping forces even more precise.
Ordering Information: Springs seats are available to work with either 2.25” or 2.5” ID springs. There are a large number of mounting
options available besides the lengths given below as well as valving combinations. Please call for more information.
Lengths Available
TYPE OF MOUNTING EYE

#1 #2 #3
Type Code L max L min L max L min L max L min Stroke L body
mm mm mm mm mm mm mm mm
279 279 220 284 225 289 230 59 178
299 299 230 304 235 309 240 69 188
309 309 235 314 240 319 245 74 193
319 319 240 324 245 329 250 79 198
339 339 250 344 255 349 260 89 208
359 359 260 364 265 369 270 99 218
379 379 270 384 275 389 280 109 228
3
2812 MK. II Series

The 2812 Mk. II Series is a mono-tube damper specifically designed for competition purposes, featuring
externally adjustable compression and rebound. The precision adjustment mechanism allows for max-
imum control possible over the damping forces generated. In modern racing applications damper sen-
sitivity, repeatability, and ease of use are a must. To achieve this, the 2812 Mk.II Series uses a
superior and advanced adjustment mechanism operated by closing or opening valve-loaded ports.
By having all damping forces generated at the piston, the control over the dampening forces is very
precise unlike those that use a separate reservoir.
The 2812 Mk. II Series spans 35 different stroke/length combinations. In addition, 3 different top
mounting eye lengths are available.
For a damper to function properly, it must be the correct length and valving. Regardless of the actual
mounting configuration, the basic method for selecting a damper is always the same. Please refer to
page 11 for a guide through this process.
Lengths Available
TYPE OF MOUNTING EYE
#1 #2 #3
Type Code L max L min L max L min L max L min Stroke L body
mm mm mm mm mm mm mm mm
214 214 185 219 190 224 195 29 139
219 219 190 224 195 229 200 29 144
224 224 190 229 195 234 200 34 144
229 229 195 234 200 239 205 34 149
234 234 195 239 200 244 205 39 149
239 239 200 244 205 249 210 39 154
244 244 200 249 205 254 210 44 154
249 249 205 254 210 259 215 44 159
254 254 205 259 210 264 215 49 159
259 259 210 264 215 269 220 49 164
264 264 210 269 215 274 220 54 164
Note: Always select the longest L min you can 269 269 215 274 220 279 225 54 169
274 274 215 279 220 284 225 59 169
accommodate. This ensures the lowest friction 279 279 220 284 225 289 230 59 174
plus the best durability. The same eye options 284 284 220 289 225 294 230 64 174
are available for the Long Body as the 2812 Mk. 289 289 225 294 230 299 235 64 179
II as well as ordering on- or off-axis adjuster 294 294 225 299 230 304 235 69 179
windows. The bearing in the lower eye is 7/16”. 299 299 230 304 235 309 240 69 184
304 304 230 309 235 314 240 74 184
309 309 235 314 240 319 245 74 189
Ordering Information: Once the correct 214 314 235 319 240 324 245 79 189
length code has been identified, please fill out 219 319 240 324 245 329 250 79 194
the order sheet at the back of the catalog. 324 324 240 329 245 334 250 84 194
Please call if there are any questions regard- 329 329 245 334 250 339 255 84 199
ing lengths or valvings available. 334 334 245 339 250 344 255 89 199
339 339 250 344 255 349 260 89 204
344 344 250 349 255 354 260 94 204
349 349 255 354 260 359 265 94 209
354 354 255 359 260 364 265 99 209
359 359 260 364 265 369 270 99 214
364 364 260 369 265 374 270 104 214
369 369 265 374 270 379 275 104 219
374 374 265 379 270 384 275 109 219
379 379 270 384 275 389 280 109 224
384 384 270 389 275 394 280 114 224
4
2812 Long Body Series

The 2812 LB (Long Body) Series are mono-tube dampers specifically designed for competition purposes, featuring
externally adjustable compression and rebound. The precision adjustment mechanism allows for maximum control
possible over the damping forces generated. In modern racing applications damper sensitivity, repeatability and ease
of use are a must. To achieve this, the 2812 Long Body Series uses a superior and advanced adjustment mecha-
nism operated by closing and opening valve-loaded ports. By having all damping forces generated at the piston,
the control over the damping forces is very precise, unlike those that use a separate reservoir.
In most racing-damper designs, a needle The 2812 LB can be used on racecars using
valve is used. These simple mechanisms eye to eye bearing mountings or on produc-
have many drawbacks, the most important tion based suspensions using a variety of
being a high sensitivity to; manufacturing tol- eyes, pins, clevises, etc.
erances, oil viscosity (and thus temperature
variations) and damage to the (needle) valve Ordering Information: Shock Lengths can
seat. This means that regular performance be from the chart listed here or by custom
checks must be carried out and the only way lengths as needed. Please call for mounting
to make such dampers perform as you want or valving questions. For more information on
them to is to set them on a damper dyno. finding the correct shock length for your
application, please refer to page 11.
Also, most companies use an external reser-
voir to accommodate the bump adjuster. The Note: Always select the longest L min you
2812 Long Body does not need this which can accommodate. This ensures the lowest
makes for a lighter and simpler installation. friction plus the best durability. The same eye
options are available for the Long Body as
The 2812 LB works the same as the 2812 the 2812 Mk. II as well as ordering on- or off-
Mk. II Series but utilizes a modular design axis adjuster windows.
allowing a much longer damper and more
flexibility for alternative mounting designs –– Lengths for the #3 top mounting eye are
than our standard 2812 Mk. II. There are taken from the center of the bottom mount-
three standard eye configurations available ing eye to the center of the top mounting
but due to its modular design, these attach- eye. The steel cap measurements are from
ments can be easily modified to meet the the center of the lower eye to the top of the
necessary requirements. Steel caps for both steel cap.
the lower and upper attachments are avail-
able to fabricate custom mountings.
Lengths Available
TYPE OF MOUNTING EYE TYPE OF MOUNTING EYE

#1 top eye Steel top #3 top eye Steel top
Type Code L max L min L max L min Stroke L body Type Code L max L min L max L min Stroke L body
mm mm mm mm mm mm mm mm mm mm mm mm
214 233 204 211 182 29 211 379 398 289 376 267 109 376
219 238 209 216 187 29 216 403 403 289 381 267 114 381
224 243 209 221 187 34 221 433 433 309 411 287 124 411
229 248 214 226 192 34 226 473 473 329 451 307 144 451
234 253 214 231 192 39 231 513 513 349 491 327 164 491
239 258 219 236 197 39 236 553 553 369 531 347 184 531
244 263 219 241 197 44 241 593 593 389 571 367 204 571
249 268 224 246 202 44 246 633 633 409 611 387 224 611
254 273 224 251 202 49 251
259 278 229 256 207 49 256
264 283 229 261 207 54 261
269 288 234 266 212 54 266
274 293 234 271 212 59 271
279 298 239 276 217 59 276
284 303 239 281 217 64 281
289 308 244 286 222 64 286
294 313 244 291 222 69 291
299 318 249 296 227 69 296
304 323 249 301 227 74 301
309 328 254 306 232 74 306
5
2817 Series
The 2817 are racing dampers designed for strut applications. The 2817 Series is a semi-
finished strut damper where only the mounting brackets need to be added.
The 2817 Series uses an inverted "twin guide" installation. The primary guide is fitted to the
top of the main cylinder. The secondary guide is fitted to the lowest point of the damper
body itself and runs up and down inside the strut housing. Therefore as the strut is com-
pressed, the distance between the two guides increases. This reduces friction and increas-
es strength dramatically under load. Damping adjustments for rebound and compression
are made at the bottom of the strut unit.
The strut housing and spring seats (for 2.5" I.D. springs) for the 2817 are made of hard-
anodized aluminum. A removable steel sleeve is fitted to the bottom part of the main cylinder
of the strut housing to allow for fabrication of bracket to fit each particular application.
Bracket Fabrication will make it difficult to refit the sleeve over the
The 2817 comes with a steel sleeve of 4.5mm aluminum casing. If, despite all precautions,
thick which is an integral, yet detachable part the sleeve turns out to be distorted, screw the
of its structure. Onto this sleeve a bracket can sleeve onto the casing as far as it will go and
be welded to attach the strut to the upright of then tap around the circumference of the
the car. Usually such a bracket will consist of sleeve with a soft faced hammer until the
two steel strips, vertically welded parallel to sleeve is free to move.
the strut. The distance between the strips, of How to determine the required
course, is equal to the thickness of the upright- Droop Limiter damper length for the 2817 and 2816
fitting flange. The thickness of the strips A droop limiter can be installed to reduce Please note that this procedure assumes
should be approximately 5mm. A TiG welding L max. The limiter length can be increased in that the vehicle is already equipped with
process is recommended. Cool the area sur- steps of 5mm and can be changed by a KONI dampers.
rounding the weld and beware of overheating Service Center. Please state the required
the steel 2817 sleeve. The resulting distortion length at the time of ordering. A. Put the car on a flat level surface.
Measure the distance between the
Length code L max Dynamic* L max Static** L min Stroke Max** L cylinder upper and lower spring seats.
2817A43 VVV 00 429 429 310 119 251
B. Jack the car up to maximum desired
droop. Measure the distance between
2817A47 VVV 00 469 469 330 139 271 the upper and lower spring seats.
2817A51 VVV 00 509 509 350 159 291 C. Support the car on jack stands.
2817A55 VVV 25 549 549 370 179 311 Remove the wheels, springs and bump
2817A59 VVV 25 589 589 390 199 331 rubbers. For convenience, disconnect
the anti-roll bars if possible.
NOTE: D. Now raise the suspension to the
* This is the max length allowed under dynamic conditions (see disclaimer below).
point where either the chassis would
** The damper should only reach this length under static (no load) conditions.
hit the ground or where a suspension
component uses up all its available
travel. If the factory length struts are
being used, it is necessary to deter-
mine if the length of the strut housing
will require shortening to achieve the
desired bump travel.
E. Subtracting the value found in stop
D with the value found in step B give
the required stroke.
F. Find a 2817 that has this required
stroke. Compare the L min with that
required from Step D.
NOTE: Upper Mounting Pin is now 5/8" Diameter.
G. If the L min is too long, check the
next shorter length and determine if
the L max will be sufficient.
Disclaimer: H. If the L min is too short, check the
At full droop the beam strength of a strut assembly is at its minimum. To warrant sufficient strength and safe next longer length. The L max can
operation, a droop limiter is usually installed inside the damper. Unfortunately, the resulting dimensions of the be shortened by increasing the
damper do not allow for the combination of a very low ride height and sufficient clearance to remove the
wheels when the car is on jacks. As a solution, the droop limiter is shortened or removed. As a result, the length of the internal droop limiter
damper can potentially be used outside of its safe operation limits. Under NO circumstance should a dynamic of the damper.
load be allowed to act on the strut assembly when the dampers are at such extended droop.
6
2816 Series
The 2816 is a damper for use in strut hous- of the suspension strut housing. The sec-
ings that are designed and fabricated by the ondary guide is attached to the damper and
customer. The damper is to be used in an moves up and down, relative to the primary
inverted “twin guide” installation. In this lay- guide. This configuration offers the stiffest
out, the primary guide is located at the top assembly possible with lowest friction.
Components Supplied by KONI

– fully assembled piston rod attachment,
containing the adjuster assembly.
– primary guide bushing and the secondary
guide PTFE ring.
– lock nut with integrated dirt scraper.
Strut Housing Fabrication
All dimensional and finish requirements of
the damper strut housing are noted in the
drawing to the right. For the inside of the
SPECIFICATIONS FOR STRUT HOUSING
cylinder, it is important to achieve the small
tolerance and smooth surface finish. Both
are vital for low friction and durability.
2816ATT-VVV-DD
This is the generic part number for the 2816
Series. TT is the length code, VVV is the
valving code, and DD is the length of the
internal droop limiter.
TIP: Always select the longest L min you
can accommodate. This ensures the lowest
friction plus the best durability.
Droop Limiters
A droop limiter can be installed to reduce L
max. The limiter length can be increased in
steps of 5mm and can be changed in a
KONI service center. Please state the
required length at the time of ordering.
NOTE:
* This is the max length allowed under dynam-
ic conditions (see disclaimer on page 6).
** The damper should only reach this length
under static (no load) conditions.
Length code L max L max L min Stroke L cylinder

Dynamic* Static** Max**
2816A43 VVV 00 429 429 310 119 251
2816A47 VVV 00 469 469 330 139 271
2816A51 VVV 00 509 509 350 159 291
2816A55 VVV 25 524 549 370 179 311
2816A59 VVV 25 564 589 390 199 331
NOTE: Upper Mounting Pin is now
5/8" Diameter.
7
3012 Series
The 3012 Series features a threaded aluminum- Styles Available
body, external double-adjustability and a high The 3012 Series dampers are available in either
pressure gas mono-tube design, ensuring opti- one of two standardized styles. The part num-
mum performance. Our patented mono-tube bers ending in an even number are supplied with
design allows for independent adjustments to the the standard eye, which has the rebound adjust-
rebound and compression forces. All damping ment window on axis to the mounting eye. The
adjustment are made at the piston, eliminating dampers ending in an odd part number are sup-
the additional weight and packaging complica- plied with the rebound adjustment window 90
tions of an external reservoir. The 3012 Series degrees to the axis of the eye. Please note that
offers one of the broadest adjustment ranges in the eye supplied with the odd numbered
the industry, eliminating the need of constant dampers increases the maximum and minimum
revalving procedures from track to track. dimension of the damper 5mm (0.2”).
The rebound adjustment is made at the top of Besides the 3012 shock, there is a steel bodied
the shock while the compression is made by full version, the 3011 Series also available. In addi-
extending the shock and turning the rod. tion, a rebound only adjustable 3014 Series is
available in the same lengths. Custom mount-
ings and lengths are also available.
Part Number Stroke Max L Min L A Stroke Max L Min L A

1600 50mm 261mm 211mm 165mm 1.97'' 10.28'' 8.31'' 6.50''
1602 55mm 271mm 216mm 170mm 2.17'' 10.67'' 8.50'' 6.69''
1604 60mm 281mm 221mm 175mm 2.36'' 11.06'' 8.70'' 6.89''
1606 65mm 291mm 226mm 180mm 2.56'' 11.46'' 8.90'' 7.09''
1608 70mm 301mm 231mm 185mm 2.76'' 11.85'' 9.09'' 7.28''
1610 75mm 311mm 236mm 190mm 2.95'' 12.24'' 9.29'' 7.48''
1612 80mm 321mm 241mm 195mm 3.15'' 12.64'' 9.49'' 7.68''
1614 85mm 331mm 246mm 200mm 3.35'' 13.03'' 9.69'' 7.87''
1616 90mm 341mm 251mm 205mm 3.54'' 13.43'' 9.88'' 8.07''
1618 95mm 351mm 256mm 210mm 3.74'' 13.82'' 10.08'' 8.27''
1620 100mm 361mm 261mm 215mm 3.94'' 14.21'' 10.28'' 8.46''
1622 105mm 371mm 266mm 220mm 4.13'' 14.61'' 10.47'' 8.66''
1624 110mm 381mm 271mm 225mm 4.33'' 15.0'' 10.67'' 8.86''
1626 115mm 391mm 276mm 230mm 4.53'' 15.39'' 10.87'' 9.06''
1628 120mm 401mm 281mm 235mm 4.72'' 15.79'' 11.06'' 9.25''
1630 125mm 411mm 286mm 240mm 4.92'' 16.18'' 11.26'' 9.45''
1632 130mm 421mm 291mm 245mm 5.12'' 16.57'' 11.46'' 9.65''
1634 135mm 431mm 296mm 250mm 5.31'' 16.97'' 11.65'' 9.84''
1636 140mm 441mm 301mm 255mm 5.51'' 17.36'' 11.85'' 10.04''
1638 145mm 451mm 306mm 260mm 5.71'' 17.76'' 12.05'' 10.24''
1640 150mm 461mm 311mm 265mm 5.91'' 18.15'' 12.24'' 10.43''
1642 155mm 471mm 316mm 270mm 6.10'' 18.54'' 12.44'' 10.63''
1644 160mm 481mm 321mm 275mm 6.30'' 18.94'' 12.64'' 10.83''
1646 165mm 491mm 326mm 280mm 6.50'' 19.33'' 12.83'' 11.02''
1648 170mm 501mm 331mm 285mm 6.69'' 19.72'' 13.03'' 11.22''
1650 175mm 511mm 336mm 290mm 6.89'' 20.12'' 13.23'' 11.42''
1652 180mm 521mm 341mm 295mm 7.09'' 20.51'' 13.43'' 11.61''
1654 185mm 531mm 346mm 300mm 7.28'' 20.91'' 13.62'' 11.81''
1656 190mm 541mm 351mm 305mm 7.48'' 21.30'' 13.82'' 12.01''
1658 195mm 551mm 356mm 310mm 7.68'' 21.69'' 14.02'' 12.20''
1660 200mm 561mm 361mm 315mm 7.87'' 22.09'' 14.21'' 12.40''
1662 205mm 571mm 366mm 320mm 8.07'' 22.48'' 14.41'' 12.60''
1664 210mm 581mm 371mm 325mm 8.27'' 22.87'' 14.61'' 12.80''
1666 215mm 591mm 376mm 330mm 8.46'' 23.27'' 14.80'' 12.99''
1668 220mm 601mm 381mm 335mm 8.66'' 23.66'' 15.0'' 13.19''
1670 225mm 611mm 386mm 340mm 8.86'' 24.06'' 15.20'' 13.39''
1672 230mm 621mm 391mm 345mm 9.06'' 24.45'' 15.39'' 13.58''
* Lengths are for On-Axis eyes only. Off-Axis eyes are also available but will
8 increase the minimum and maximum length by 5mm (0.2").
8212 Series
The 8212 Series is an aluminum bodied 45 degrees from vertical as otherwise air
externally double adjustable coil-over. It has a might be sucked into the working cylinder.
twin-tube hydraulic construction that is fully When this occurs, the damper does not
rebuildable and the valving can be matched function properly.
to a wide range of applications. Adjustment of
the rebound and compression damping is The 8212 Series dampers are available in 7
provided by two controls and may be adjust- standard valving. Listed below are the valving
ed independently of one another without codes, and the range of spring rates that are
removing it from the car. Please note that recommended.
the mounting angle may not be more than
Variations Available
1. Settings for spring rates lighter than those of B1 or heavier than those listed for
B8+ can be supplied after discussing your requirements with your KONI dealer.
2. In its standard form, the 8212 Series accepts spring with an inside diameter of 2.5”.
If desired, 2.25” spring seats are available upon request.
3. In applications where the minimum length of the damper is correct, but the desired
droop travel is too long an internal rebound stop may be added to achieve the correct
dimension. Discuss your needed with your KONI dealer. Custom Lengths are also
available.
4. A steel bodied, nickel plated version, the 8211 Series, is available offering identical
performance with a slight sacrifice in weight. This is an ideal shock for vintage
applications that require a steel body shock.
5. A single adjustable version, the 8216 Series, is also available with adjustment in
rebound damping only.
Part Number Stroke Max L Min L A Stroke Max L Min L A

1400 68mm 271mm 203mm 165mm 2.68'' 10.67'' 7.99'' 6.50''
1402 73mm 281mm 208mm 170mm 2.87'' 11.06'' 8.19'' 6.69''
1404 78mm 291mm 213mm 175mm 3.07'' 11.46'' 8.39'' 6.89''
1406 83mm 301mm 218mm 180mm 3.27'' 11.85'' 8.58'' 7.09''
1408 88mm 311mm 223mm 185mm 3.46'' 12.24'' 8.78'' 7.28''
1410 93mm 321mm 228mm 190mm 3.66'' 12.64'' 8.98'' 7.48''
1412 98mm 331mm 233mm 195mm 3.86'' 13.03'' 9.17'' 7.68''
1414 103mm 341mm 238mm 200mm 4.06'' 13.43'' 9.37'' 7.87''
1416 108mm 351mm 243mm 205mm 4.25'' 13.82'' 9.57'' 8.07''
1418 113mm 361mm 248mm 210mm 4.45'' 14.21'' 9.76'' 8.27''
1420 118mm 371mm 253mm 215mm 4.65'' 14.61'' 9.96'' 8.46''
1422 123mm 381mm 258mm 220mm 4.84'' 15.0'' 10.16'' 8.66''
1424 128mm 391mm 263mm 225mm 5.04'' 15.39'' 10.35'' 8.86''
1426 133mm 401mm 268mm 230mm 5.24'' 15.79'' 10.55'' 9.06''
1428 138mm 411mm 273mm 235mm 5.43'' 16.18'' 10.75'' 9.25''
1430 143mm 421mm 278mm 240mm 5.63'' 16.57'' 10.94'' 9.45''
1432 148mm 431mm 283mm 245mm 5.83'' 16.97'' 11.14'' 9.65''
1434 153mm 441mm 288mm 250mm 6.02'' 17.36'' 11.34'' 9.84''
1436 158mm 451mm 293mm 255mm 6.22'' 17.76'' 11.54'' 10.04''
1438 163mm 461mm 298mm 260mm 6.42'' 18.15'' 11.73'' 10.24''
1440 168mm 471mm 303mm 265mm 6.61'' 18.54'' 11.93'' 10.43''
1442 173mm 481mm 308mm 270mm 6.81'' 18.94'' 12.13'' 10.63''
1444 178mm 491mm 313mm 275mm 7.01'' 19.33'' 12.32'' 10.83''
1446 183mm 501mm 318mm 280mm 7.20'' 19.72'' 12.52'' 11.02''
9
8611 Series Double Adjustable Strut Inserts

The 8611 Series double adjustable strut insert is a twin-tube hydraulic bottom of the strut housing for access to the adjuster. The 8611
that is externally adjustable in both rebound and compression damp- Series is not supplied with a threaded locknut to retain the insert into
ing. This is an affordable double adjustable option for club racers and the strut housing. If new locknuts are required for your application,
autocrossers in North America for vehicles utilizing strut suspensions. please refer to the chart below to determine which part number you
The rebound valving is adjustable at the top of the strut rod with a knob need when placing your order. Bump rubbers are included with the
that is included while the compression adjuster is located at the bottom inserts though not shown in the drawing.
of the insert. This requires a 1/2” diameter hole to be made in the
Part Number Stroke Max L Min L A D Stroke Max L Min L A D

8611-1256 Race 139mm 520mm 380mm 311mm 45.5mm 5.47” 20.47” 14.96” 12.24” 1.79”
8611-1257 Race 143mm 500mm 357mm 290mm 43.5mm 5.63” 19.69” 14.06” 11.42” 1.71”
8611-1258 Race 158mm 615mm 457mm 391mm 43.5mm 6.22” 24.21” 17.99” 15.39” 1.71”
8611-1259 Race 153mm 540mm 387mm 332mm 43.5mm 6.02'' 21.26'' 15.24'' 13.07'' 1.71"
8610 Series Single Adjustable Strut Inserts

The 8610 Series strut cartridge insert fits a variety of road racing camber plate assembly. The 8610 Series is not supplied with a
and autocross cars. This insert offers externally adjustable rebound threaded locknut. Please specify which of the following part
damping with unique valving characteristics that have been devel- numbers you need from the chart below when placing your order.
oped in conjunction with many top racing teams and chassis Bump rubbers are included with the inserts though not shown in
builders. The piston rod is designed to fit through a 5/8” bearing/ the drawing.
Part Number Stroke Max L Min L A D Stroke Max L Min L A D

8610-1436 Race 143mm 500mm 357mm 290mm 43.5mm 5.63'' 19.69'' 14.06'' 11.42'' 1.71"
8610-1437 Race 153mm 540mm 387mm 332mm 43.5mm 6.02'' 21.26'' 15.24'' 13.07'' 1.71"
THREAD & PITCH PART NO.

M48 x 1.50 73.25.01.003.1
M48 x 1.00 73.25.01.002.1
M51 x 1.25 73.25.01.006.1
M51 x 1.50 73.25.01.007.1
M52 x 1.50 73.25.00.025.1
52.8WW 73.25.01.011.1
TO DETERMINE THE CORRECT 8611 OR 8610 INSERT FOR YOUR APPLICATION

FOLLOW THESE STEPS. C. In the event that the KONI “A” length is shorter than the required,
the user must then fabricate a spacer and place it under the
A. Measure the inside depth and inside diameter of your strut
KONI insert so as to achieve the proper depth relationship.
housing.
D. After the KONI insert with the correct “A” length has been
B. For the KONI insert to be properly installed, the measure depth
determined, verify that the stroke length will be appropriate
of your strut housing must be 1-4mm (.04”-.16”) shorter than
for your application.
the dimension “A” in the chart below. Also, the inner diameter of
the housing must be larger than the dimension “D”.
NOTE: See page 13 for camber plate notes.
10
RACE Series
The RACE Series dampers are designed as a bolt in application for those
running either in high performance driving events, road racing or autocross. They
are externally adjustable in rebound damping and can be adjusted on the car.
They are designed to work with the extreme high performance spring rates up to
1000 lbs. with coil-over sleeve setups. These shocks come with factory style perches
but will also work will our coil-over sleeve systems on page 30.
Also, these shocks have been shortened to give additional travel in the suspension
to work with the lowered ride heights. This gives the dampers additional travel
and keeps the car from bottoming out. The measurement given in the table below
is the amount that the shocks are shorter than the factory length dampers.
Application Year Front Body Shortened Rear Body Shortened

Acura Integra 94-01 8041 1152 Race 26mm 8041 1153 Race 16mm
Honda Civic* 88-91 8041 1166 Race 25mm 8041 1153 Race 16mm
Honda Civic 92-95 8041 1152 Race 26mm 8041 1153 Race 16mm
Honda Civic 96-00 8041 1152 Race 26mm 8041 1213 Race 15mm
Honda CRX* 88-91 8041 1166 Race 25mm 8041 1153 Race 16mm
Honda Del Sol 92-95 8041 1152 Race 26mm 8041 1153 Race 16mm
*Front Dampers only on 1988 models
HOW TO DETERMINE THE REQUIRED DAMPER LENGTHS
Double eye mounting style: 2812, 3011, 3012, 4. Refer to the chart that corresponds with the
30 SP8, 8212 damper that you have selected. Find the
Lmax that matches the one you measured.
A. Prepare the car for making measurements: put If no exact match can be found, decrease
it on a flat and level surface, support it on jack Lmax to the next available length.
stands as such to lift the wheels off the NOTE: All KONI dampers are designed to
ground. Remove the wheels, springs and withstand the loads of limiting suspension
dampers. Disconnect the anti-roll bars if fitted. droop and it is advisable to make use of this
feature.
B. Check if the upper and lower mounting eyes
of the damper you have selected will clear the D. 1. Raise the suspension to the point where
attachment points on the car under all normal the chassis would hit the ground, or a sus-
operating motions. pension component uses up all of its avail-
able travel.
C. 1. The suspension should now be set at its
maximum droop position. Take careful note 2. Now again measure the distance between
of which suspension component is limiting the damper mounting points.
the suspension from traveling any further. 3. Check that this figure is greater that the
2. Lift the suspension just enough to prevent Lmin found at point D1.
that component from binding. 4. If this is not the case, decide if you need all
3. Measure the center to center distance the available droop-travel. If not, decrease
between the upper and lower damper Lmax to the next available fit an go back to
attachment points. This is the open length step C4.
or Lmax.
11
DETERMINING ROAD COURSE I

DETERMINING ROAD COURSE VALVING
Only the minimum and maximum adjustment Motion ratio = Damper movement/Wheel movement
curves are shown. If you need assistance in
selecting a valving for your application, please This ratio is easily measured: assuming the car is
have the following information available when you without wheels, springs, and anti-roll bars:
contact your KONI dealer: 1. Lower the suspension to its maximum droop
• Spring rates position.
• Motion ratios 2. Measure the distance between the damper
mounting points.
Motion ratio is the term used to indicate the ratio
between wheel movement and damper movement. 3. Raise the suspension to the minimum ride
This ratio is an important factor when the required height position as found earlier and repeat step 2.
valving is selected, because it determines the pis- 4. The mean motion ratio can now be calculated
ton velocities the damper will operate within. using the formula stated above.
SUGGESTED ADJUSTMENT PROCEDURE FOR ROAD COURSE USE
ADJUSTING THE BUMP DAMPING CONTROL ADJUSTING THE REBOUND DAMPING CONTROL
Bump damping controls the unsprung weight of the vehicle Once you have found what you feel to be the best bump setting on
(wheels, axles, etc.). It controls the upward movement of the sus- all four wheels, you are now ready to proceed with adjusting the
pension as when hitting a bump in the track. It should not be used rebound. The rebound damping controls the transitional roll (lean)
to control the downward movement of the vehicle when it encoun- as when entering a turn. It does not limit the total amount of roll; it
ters dips. Also, it should not be used to control roll or bottoming. does limit how fast this total roll angle is achieved. How much the
Depending on the vehicle, the ideal bump setting can occur at any vehicle actually leans is determined by other things such as spring
point within the adjustment range. This setting will be reached rate, sway bars, roll center heights, etc.
when “side-hop” or “walking” in a bumpy turn is minimal and the
ride is not uncomfortably harsh. At any point other than this ideal It should be noted that too much rebound on either end of the vehi-
setting, the “side-hopping” condition will be more pronounced and cle will cause an initial loss of lateral acceleration (cornering power)
the ride may be too harsh. at that end which will cause the vehicle to oversteer or understeer
excessively when entering a turn. Too much rebound control in
STEP 1: Set all four dampers on minimum bump and minimum relation to spring rate will cause a condition known as “jacking
rebound settings. down.” This is a condition where, after hitting a bump and com-
STEP 2: Drive one or two laps to get the feel of the car. NOTE: pressing the spring, the damper does not allow the spring to return
When driving the car during the bump adjustment to a neutral position before the next bump is encountered. This
phase, disregard body lean or roll and concentrate sole- repeats with each subsequent bump until the car is actually low-
ly on how the car feels over bumps. Also, try to notice if ered onto the bump stops. Contact with the bump stops causes a
the car “walks” or “side-hops” on a rough turn. drastic increase in roll stiffness. If this condition occurs on the front,
STEP 3: Increase bump adjustment clockwise 3 clicks on all four the car will understeer; if it occurs on the rear, the car will oversteer.
dampers. Drive the car one or two laps. Repeat Step 3
until a point is reached where the car starts to feel hard STEP 1: With rebound set on full soft and the bump control set
over bumpy surfaces. from your testing, drive the car one or two laps, paying
STEP 4: Back off the bump adjustment two clicks. The bump attention to how the car rolls when entering a turn.
control is now set. NOTE: The back off point will proba- STEP 2: Increase rebound damping three sweeps on all four
bly be reached sooner on one end of the vehicle than dampers and drive the car one or two laps. Repeat Step
the other. If this occurs, keep increasing the bump on 2 until the car enters the turns smoothly (no drastic atti-
the soft end until it, too, feels hard. Then back it off 2 tude changes) and without leaning excessively. Any
clicks. The bump control is now set. increase in the rebound stiffness beyond this point is
unnecessary and may in fact be detrimental.
EXCEPTION: It may be desirable to have a car that assumes an
oversteering or understeering attitude when enter-
ing a turn. This preference, of course, will vary from
one driver to another depending on individual driv-
12 ing style.
TROUBLESHOOTING GUIDE
The following is a guide to try to fix handling problems AFTER the car’s initial setup has already been found.
FRONT REAR
Rebound Rebound
Setting is Too Firm – Can cause the car to “jack Setting is Too Firm – Can cause a snap over
down” which can cause the driver to think the car steer on corner entry from rear tires losing con-
is too firm in compression. Can also cause a lack tact on bumps. Can also cause the car to “jack
in grip from the tire not separating from the chas- down” in the rear and less grip.
sis fast enough and cause the car to understeer. Setting is Too Soft – Can cause a corner entry
Setting is Too Soft – Though a soft rebound oversteer and corner exit oversteer. Vehicle may
setting will allow better compliance with the road, feel floaty or excessively oscillate after hitting
the car may feel floaty or excessively oscillate bumps.
after hitting bumps.
Compression
Compression Setting is Too Firm – Can cause the car to have
Setting is Too Firm – Can cause the car to feel a snap oversteer, especially on mid-corner
skittish and lose grip over rough sections of bumps. Car won’t feel stabile in turn and skittish
pavement. Can cause outside tire to be loaded on rough pavement.
too quickly. The car won’t stabilize in a turn. Setting is Too Soft – Can cause corner exit
Setting is Too Soft – Can cause a corner entry understeer and possible excessive suspension
understeer. Can possibly cause excessive sus- movement.
pension movement.
NOTES:
1. When changing to firmer springs, the shocks usually need to be set firmer for rebound and softer for
compression damping.
2. On rainy or slick tracks, softening the compression damping will help to delay initial loading on the tire which
increases grip.
This is a guide for Shock Setup only. Other factors such as the spring rates, sway bars, alignment and tire
pressures will also have an affect on the handling of the vehicle.
SPHERICAL BEARING MOUNT AND CAMBER PLATE GUIDE
For applications that use an upper spherical bearing mount or camber plate,
please check the following points for adequate clearance through the entire range of suspension travel.
• Make certain that the mounting hardware does not • Make certain that the retaining clip for the bearing does
contact the outer bearing race or the housing that not contact the piston rod shoulder or mounting hardware.
retains the bearing. The mounting hardware includes
any nut, washer, or spacers that are use to locate the
mounting pin in the bearing.
Any contact at these points can cause excessive side load that could cause damage
to the damper or bearing mounting assembly.
13
DRAG RACING
KONI ADJUSTABLE DRAG RACING

SHOCK ABSORBERS SERIES SPA1
90/10 THEORY FALLS BY WAYSIDE On the other end of the spectrum, a slick surface would naturally
provide less lift and tire shock, so the SPA1 then allows more
The KONI SPA1 Series shock absorber (for drag racing only) is a movement of the front end because the lack of traction initially
complete departure from the old “90/10” thinking which is no does not lift the chassis as violently. This “gentle” impulse does not
longer effective in modern drag race competition. activate the higher speed circuit of the SPA1, so you end up with
more front to rear weight transfer and accordingly better bite. Not
The old thinking was to allow the vehicle front end to rise quickly only that, they have five settings that enable you to tune your chas-
and stay there to promote as much weight transfer as possible to sis. For KONI rear SPA1 shocks, there is a big difference. They still
the rear wheels. This was achieved by virtually no rebound forces have nearly zero bump (compression) damping but the rebound
(“10”) and a great deal of bump forces (“90”). This massive amount damping, unlike the fronts, is digressive.
of bump force was supposed to hold the front suspension up to
maintain that “bite.” Digressive?
Unfortunately the nose-in-the-air position trapped huge volumes Yes. This means they are designed to digress, or “blow off” at high
of air which ruined any attempt at aerodynamics so E.T.s were not piston speed. Why? Well, if you had the velocity sensitive type
as good as they could have been. setting the front shocks use, it would be possible to grossly over
damp the rear suspension on initial launch, thereby picking up rear
KONI SPA1 Series shocks deal with this in several ways. First, wheels. The rear SPA1 KONI will “blow off” then, and allow proper
they use virtually no bump (compression) damping. Why? To allow “unwinding” of the rear suspension.
the front-end to settle quicker, restoring the nose down attitude
that is so essential for cleaner air flow. Second, the rebound WARNING
(extension) forces are velocity sensitive; that is, they increase at a
rate directly proportionate to piston speed. KONI Series SPA1 shock absorbers are specifically for
use in off highway drag race competition only. If used on
So, what does this mean? public highways loss of vehicle control and consequent
personal injuries may result.
On a dry surface with good hookup, the amount of lift generated
by initial launch is, of course, very sudden and quite violent. The
velocity sensitive nature of the SPA1 reacts instantly (no magic,
just good design and tuning) to damp this lift to avoid bogging
caused by too much weight transfer. (Yes, you can have too much
of a good thing.)
14
DRAG RACING
Electric Drag
The 12-2021 electric drag racing dampers offer
the ultimate in adjustable drag race suspension.
Rebound damping forces are adjusted by an
electric servo motor located inside the piston rod
that can be adjusted with the touch of a button.
This allows the driver to launch the car with high
rebound forces to hold the car down for better bite
and then change to a softer setting by a remote
switch to offer more compliance to optimize trac-
tion. Compression damping is also adjustable
manually to one of twelve settings via a screw
adjustment at the bottom of the damper. The
spring seats accept a 2.25” I.D. spring or a 2.5” ID
spring when used with the included nylon
adapters and are installed with 1/2" I.D. spherical
bearings. These are complete kits that include the
wiring harness and the control box. The SPA11
“Gorilla” valving is available as well which offers
higher rebound forces for applications using high-
er spring rates.
Note: Compression Adjustment range not shown in graph.
Part Number Stroke Max. Length Min. Length Spring Length Ride Height
12 2021 6.57" 19.25" 12.68" 14" 15.96"
12 2021 SPA11 6.57" 19.25" 12.68" 14" 15.96"
Bump Rubber = 1"
Parts Available
70.29.01.288.0 Upper Spring Seat
71.29.11.048.0 Lower Spring Seat
71.29.13.008.0 Locking Ring
15.29.04.003.0 Nylon 2.25" to 2.5" spring seat adapter
71.80.40.048.0 Electronic Control Box
71.80.10.034.0 Wiring Harness
15
DRAG RACING
8212 SPA1
The 8212 SPA1 Series of dampers 8212 1121 SPA1 5.13" 15.88" 10.75" 10"-12" 13.32"
is an aluminum bodied coil-over
that features externally adjustable 8212 1126 SPA1 6.00" 17.50" 11.50" 12" 14.50"
rebound and compression damp- 8212 1123 SPA1 7.00" 19.50" 12.50" 14" 16.00"
ing. Due to its unique valving and
wide range of adjustment, this
drag racing damper satisfies a
wide range of suspension config-
urations and spring rates. The
8212 SPA1 is fully rebuildable
and comes complete with 2.5” I.D.
spring hardware and 1/2" I.D.
spherical bearings. Custom Lengths
can be built to your requirements
in our shop.
Bump Rubber = 2-3/16"
Parts Available
8212.29.129 Lower Spring Seat
8212.29.011 Locking Ring
15.29.04.003.0 Nylon 2.25" to 2.5" spring seat adapter
70.34.53.000.0 Bump Rubber
8216 SPA1
The 8216 SPA1 is an aluminum
bodied coil-over that is designed 8216 2027 2.25" 11.26" 8.74" 8" 9.87"
for use with 2.5” I.D. springs. 8216 1906 SPA1 4.61" 15.59" 10.98" 10"-12" 13.29"
These single adjustable drag race 8216 1907 SPA1 5.44" 17.17" 11.73" 12" 14.45"
dampers are externally adjustable 8216 1908 SPA1 6.37" 19.13" 12.76" 14" 15.95"
on rebound damping with the com-
pression damping set from the fac-
tory. Custom Lengths can also be
fabricated in our shop.
Bump Rubber = 2-5/32" (1-9/16" for 8216-2127)
Parts Available
8212.29.129 Lower Spring Seat
8212.29.011 Locking Ring
70.34.53.000.0 Bump Rubber
70.34.54.000.0 Bump Rubber (for 8216-2027 only)
16
DRAG RACING
80-2650 SPA1
The 80-2650 SPA1 is an eco- 80 2650 SPA1 5.2" 15.83" 10.63" 12" 13.23"
nomical steel bodied coil-over
that is designed for use with
2.5” I.D. springs. These single
adjustable dampers are inter-
nally adjustable on rebound
damping with a fixed com-
pression damping setting. The
80-2650 SPA1 mount has 1/2"
I.D. rubber mounting bushings.
Bump Rubber = 15/32"
Parts Available
70.29.11.246.0 Lower Spring Seat
70.29.13.002.0 Locking Ring
70.52.21.134.0 Rubber Bushing
TIPS FOR COIL-OVER SHOCKS
Ride Height – The ride height measurement given in the tables Spring Seats – The spring seats and threading on the shocks
above is the point at the center of stroke for the shock. Ideally, you should be kept clean at all times. Dirt and other debris could other-
should be within a half inch above or below this depending on your wise lodge into the threads and possibly damage them.
chassis setup.
Car Transport – If you trailer your car to the track, it is possible that
Bump Rubber – The bump rubber, or bumpstop as it is also called, you are wearing your shocks out faster. If the tires of the car are tied
can be cut down some depending on if the travel is needed in com- down instead of the chassis, the shock is trying to work to stop the
pression. The bump rubber should not be removed though as this movement the chassis by the trailer. This can cause premature wear
protects the shock from damage. Any trimming done to the bump- of the suspension components.
stop should be done from the top down. The conical part at the bot-
tom should be left alone as it allows a more progressive stop the
suspension movement.
17
DRAG RACING
Make / Model Year Front Rear
BUICK
Apollo, Skylark 74-79 80 1958 SPA1 80 1661 SPA1
Centurion, Electra, LeSabre 71-76 80 1958 SPA1 Not Available
Century Wagon 73-77 80 1958 SPA1 Not Available
Century, Regal (Exc. Wagons) 70-87 80 1958 SPA1 80 1661 SPA1
Regal, Grand National 78-87 80 1958 SPA1 80 1661 SPA1
Electra, LeSabre (Exc. FWD) 77-85 80 1958 SPA1 80 1661 SPA1
Skylark, Special 68-72 80 1958 SPA1 80 1661 SPA1
Skylark, Special 64-67 Not Available 80 1661 SPA1
Sportwagon 70-72 80 1958 SPA1 80 1661 SPA1
CHEVROLET
Camaro incl. Z-28 82-92 8710 1289 SPA1 Not Available
Camaro incl. Z-28 70-81 80 2108 SPA1 80 2109 SPA1
Camaro W/Mono-Leaf Rear Springs 68-69 80 1914 SPA1 80 1915 SPA1
Camaro W/Multi-Leaf Rear Springs 68-69 80 1914 SPA1 Not Available
Camaro 67 80 1914 SPA1 80 1915 SPA1
Caprice, Impala Sedans, Wagons 77-95 80 1958 SPA1 80 1661 SPA1
Caprice, Impala Sedans, Wagons 66-78 80 1958 SPA1 Not Available
Chevelle, Malibu Sedans 68-85 80 1958 SPA1 80 1661 SPA1
Chevelle, Malibu Sedans, SS-396 64-67 Not Available 80 1661 SPA1
Chevy 55-57 80 2108 SPA1 Not Available
Nova 75-79 80 1958 SPA1 80 1661 SPA1
Chevy II, Nova 68-74 80 1958 SPA1 80 1661 SPA1
Chevy II, Nova 62-67 80 1546 SPA1 80 1915 SPA1
Corvette 63-83 80 1820 SPA1 80 1576 SPA1
El Camino 68-77 80 1958 SPA1 Not Available
Monte Carlo 70-87 80 1958 SPA1 80 1661 SPA1
DODGE
Charger 77-81 80 2660 SPA1 Not Available
Charger, Coronet 73-76 80 2660 SPA1 Not Available
Dart, Demon, GTS 63-76 80 1423 SPA1 Not Available
FORD
Mustang (Exc. IRS) 94-04 8710 1311 SPA1 80 2401 SPA1
— Double Adjustable Rear Alternative _ 8042 1134 Sport
— Quad Shock 25 1215
Mustang, 8 cyl. 87-93 8710 1272 SPA1 80 2401 SPA1
— Double Adjustable Rear Alternative _ 8042 1026 Sport
— Quad Shock 25 1215
Mustang, 4 cyl. 86-92 Not Available 80 2401 SPA1
—Quad Shock 25 1215
Mustang w/1.5 in. Lower Rear Bushing (Exc. SVO) 79-86 Not Available 80 2401 SPA1
—Quad Shock 25 1215
Mustang 74-78 80 2660 SPA1
Not Available
Mustang 71-73 Not Available 80 2511 SPA1
Mustang 64-70 80 2510 SPA1 80 2511 SPA1
Pinto Sedan and Wagon 70-80 80 2660 SPA1 Not Available
18
DRAG RACING
Make / Model Year Front Rear
MERCURY
Capri w/1.5 in. Lower Rear Bushing 79-86 Not Available 80 2401 SPA1
— Quad Shock — 25-1215
Cougar 67-70 80 2510 SPA1 Not Available
OLDSMOBILE
Cutlass Sedan 87 80 1958 SPA1 80 1661 SPA1
Cutlass Vista Cruiser 73-77 80 1958 SPA1 Not Available
Cutlass 442 66-67 Not Available 80 1661 SPA1
Cutlass F-85 (Exc. 442) 64-67 Not Available 80 1661 SPA1
Omega 75-79 80 1958 SPA1 80 1661 SPA1
PLYMOUTH
Barracuda 64-69 80 1423 SPA1 80 1539 SPA1
Belvedere, Satellite 74 80 2660 SPA1 Not Available
Duster/ Valiant 63-76 80 1423 SPA1 80 1539 SPA1
Road Runner 73-75 80 2660 SPA1 Not Available
PONTIAC
Bonneville, Catalina, Parisienne (all) 77-81 80 1958 SPA1 80 1661 SPA1
Bonneville, Catalina, Parisienne (all) 65-76 80 1958 SPA1 Not Available
Can-Am 77 80 1958 SPA1 80 1661 SPA1
Firebird Incl. Trans-Am 82-92 8710 1289 SPA1 Not Available
Firebird Incl. Trans-Am 70-81 80 2108 SPA1 80 2109 SPA1
Firebird 69 80 1914 SPA1 Not Available
Firebird 68 80 1914 SPA1 Not Available
Firebird 67 80 1914 SPA1 80 1915 SPA1
Grand Am 73-77 80 1958 SPA1 80 1661 SPA1
Grand Prix 69-87 80 1958 SPA1 80 1661 SPA1
GTO, LeMans, Tempest Sedans 68-77 80 1958 SPA1 80 1661 SPA1
GTO, LeMans, Tempest Sedans 64-67 Not Available 80 1661 SPA1
LeMans Wagon 73-77 80 1958 SPA1 Not Available
Parisienne Incl. Wagon 83-86 80 1958 SPA1 80 1661 SPA1
Phoenix, Ventura II 75-79 80 1958 SPA1 80 1661 SPA1
Ventura 72-74 80 1958 SPA1 80 1661 SPA1
Note: For FWD applications, please check the Sport applications in our Passenger Car and Light Truck Applications.
Drag Racing Stock Length Information

FRONT MOUNTING STYLE Max. Min. REAR MOUNTING STYLE Max. Min.
Part Number Top Bottom Length Length Part Number Top Bottom Length Length
80 2660 SPA1 Pin Eye 11.69" 8.00" 80 1576 SPA1 Eye Eye 14.13" 10.12"
80 1914 SPA1 Pin Fork 13.27" 8.62" 80 2511 SPA1 Pin Pin 16.46" 10.12"
80 1958 SPA1 Pin Fork 13.66" 8.82" 80 1915 SPA1 Pin Eye 19.80" 12.01"
80 1820 SPA1 Pin Fork 13.66" 8.82" 80 2401 SPA1 Pin Eye 20.35" 12.32"
80 2510 SPA1 Fork 2-Stud 14.40" 9.37" 80 2109 SPA1 Fork Pin 20.47" 12.48"
80 2108 SPA1 Pin Fork 14.84" 9.41" 80 1661 SPA1 Fork 1-Stud 21.18" 12.99"
80 1423 SPA1 Pin Eye 14.88" 9.50"
80 1546 SPA1 Pin 2-Stud 16.30" 10.00"
See page 20 for measurement procedures for factory style shocks.
19
DRAG RACING
SUGGESTED ADJUSTMENT PROCEDURE FOR DRAG RACING USE

Step 1: Prior to testing make certain that wheelie bars are raised Adjust the damper by increasing the rebound damping in 1/4 turn
as high as possible while maintaining control and eliminating (90 degrees) increments until a smooth transition from launch
their influence as much as possible on damper settings. through gear change has been achieved. If double adjustable
Also install a tie-wrap to the chrome rod of the shock and KONI’s are used, adjust the bump damping in 3 click increments to
push down to where it touches the top of the body. control the amount and the rate at which the front end settles during
gear change. Watch your ET’s and, if your times start to get slower,
Step 2: Place all damping controls on minimum. Make a pass in first back off the rebound adjustment by 1/4 turn and the bump adjust-
and second gears in order to determine that the car goes ment by 2 clicks.
straight. If not, the alignment, tire pressures, etc. should be
checked and corrected before proceeding any further.
Step 4: Rear Damper Adjustment Procedure
Pay close attention to what occurs during gear change. If
the car wheel stands or bounces violently, you should You should pay close attention to the rear of the car as
adjust the front dampers first and then the rears. However, your goal is to damp the tire movements as firm as the
if there is rear tire shake, wheel hop or excessive body track conditions permit. Remember that the damper con-
separation, adjust the rear shocks first and then the fronts. trols the amount and the rate of weight transfer to the tire.
Check also where the tie-wrap ends up after launch. If it is
Too Light of a damper setting allows excessive separation between
buried into the bumpstop, the spring rate may either be too
the body and the tire.
soft, the vehicle set too low or the bumpstop may need to
be trimmed (up to 1”).
Too Firm of a damper setting allows high tire shock and causes
extreme flattening of the tire.
Step 3: Front Damper Adjustment Procedure
Pay close attention to what is happening to the front end Adjust the rear damper in 1/4 turn (90 degrees) increments of
during launch and the first gear change. Your goal is to rebound adjustment and, if KONI double adjustable dampers are
eliminate all jerking and/or bouncing movements so as to used, increase the bump adjuster by 3 clicks for each pass. Watch
obtain smooth transitions at all times. your ET’s and if your times start to get slower, reduce the amount of
adjustment by 1/4 turn of rebound adjustment and 2 clicks of bump
Too Light of a damper setting allows violent chassis separation and adjustment.
may even result in jerking the front wheels off the ground during ini-
tial launch. Too light a setting also allows the car, during gear Step 5: When all adjustments have been completed, reset your
change, to bounce off its front rebound travel limiter and then bottom wheelie bars as low as possible without hurting your ET’s.
out in a continually oscillating manner. Once you have completed this procedure, only fine adjust-
ments may be needed in the future due to varying track
Too Firm of a damper setting will prevent the tires from easily lifting conditions.
off the ground and thus providing sufficient weight transfer. During a
gear change a firm setting will also cause the chassis to bounce off
the tire when the chassis settles down.
HOW TO MEASURE MAXIMUM/MINIMUM LENGTHS

OF FACTORY STYLE SHOCKS
1 Maximum Length – fully extend the shock absorber and
measure from center of eye(s), including single stud or fork
mounts; or in the case of pin or 2-stud mounts, from the start
of the pin or 2-stud mount as it emerges from the shock body.
2 Minimum Length
– completely compress shock absorber and measure.
Note: Single stud and fork configurations may be

pressed out to allow for an eye style mounting.
20
DRAG RACING
HOW TO DETERMINE THE CORRECT SHOCK ABSORBER LENGTH

Please observe the following guidelines when determining the All KONI shocks are designed to withstand the loads of
correct shock absorber length for your vehicle. limiting the suspension droop travel and it is advisable to
1 Preparing the car. take advantage of this feature.
Place the car on a level surface and remove springs, shock 3 Determining the Minimum Length.
absorbers, bump rubbers and sway bar(s). • Lower the car to the point at which the tub just touches on
2 Determining the Maximum Length. the pavement, or a tire just touches on the inside of the
fender well, or some other suspension component uses up
• Raise the car body until the tires are lifted off the ground. all its available travel.
Take careful note of which component of the suspension is
limiting the suspension from traveling further. • Measure between the center of the upper and lower shock
mounting points. Now select a KONI shock with a minimum
• Raise the tire enough to prevent that suspension compo- which is shorter than your measured minimum suspension
nent from binding. length. By choosing a slightly shorter shock you protect the
• Measure between the center of the upper and lower shock shock from bottoming out and causing internal damage.
mounting points. This gives you the desired maximum
length shock.
HOW TO DETERMINE SPRING REQUIREMENTS-GENERAL GUIDELINES*

1 Determining Travel. This does not take into account a lever ratio that may be
It is recommended that there be approximately 3” of com- applied to the spring rate.
pression travel available (including the bump stop). This 4 How to run a lighter spring rate.
means the chassis must be supported by a spring rate that Because KONI coil-over shocks feature an adjustable
will allow the chassis to be supported 3” upward from the spring platform it is possible to run a lighter spring rate by
bottoming position. preloading the spring. For example, with 3” of travel a 95 lb.
2 Determining the Vehicle Sprung Weight. spring will be 45 lbs. softer than a 110 lb. spring.
• Establish front and rear weight of the vehicle. 110 lbs. - 95 lbs. = 15 lbs.
• Establish unsprung weight. This is the weight not support- 15 lbs. x 3 = 45 lbs.
ed by the springs, i.e., tires, wheels, wheelie bars, brakes, To regain 45 lbs. simply preload the 95 lb. spring by screwing
and 1/2 the weight of the shock, spring, driveline and lad- up on the bottom adjustable spring platform by 1/2”.
der bar or four link. 1/2 the weight is used for some com- 1/2 of 95 = 47.5 lbs.
ponents because their weights are equally shared
between sprung and unsprung weight. You are now able to support the chassis at the desired ride
height but with a softer spring rate, thus allowing more
• Determine Sprung Weight - The weight of the vehicle less weight transfer to the rear and a better bite.
the unsprung weight.
To preload a spring properly, the difference between
3 Spring Rate. free height and compressed height (coil bind position)
Divide the rear sprung weight by 2 to determine the load for must be determined and coordinated with the amount
each rear corner. Divide the front sprung weight by 2 to of usable shock travel.The spring minimum or coil bind
determine the load for each front corner. If the load for the position must not be greater than the amount of shock
rear corners is 330 lbs. each (660 lbs./2=330 lbs.) then travel desired.
divide the 330 lbs. by the compression travel needed and
you arrive at the base spring rate of 110 lbs. per inch.
330 lbs./3” compression travel = 110 lbs. spring rate.
21
OVAL TRACK
KONI’S SUPERIOR SHOCK

KONI’s Mono-Tube, High Pressure Gas Design Damping Solution
To meet the demands of Oval Track racing KONI has chosen the Mono-tube, high pres-
sure gas design, which provides no fade valving and enables mounting of the shock
absorber upside-down, lowering the unsprung weight of the vehicle.
KONI’s Mono-Tube Design vs. Gas Cell Design

Some other manufacturers place a plastic bag filled with gas inside a hydraulic twin-tube
shock absorber, as a means of preventing aeration or free stroke, when the shock absorber
is mounted upside-down. In theory this is logical thinking; however, in practice: the plastic
bags usually fail, resulting in aeration and reduced performance.
The plastic bags are not heat resistant and float within the shock absorber. The bags fail
prematurely because of the abrasions received as it floats within the cylinder, and
the high operating temperatures experienced in oval track racing.
When mounting a shock absorber upside-down, the only shock absorber design that
will not fail under the extreme conditions of oval track racing is the Mono-tube Other manufacturers’ “gas cell” bag. These bags fail
design. Lacking the engineering and manufacturing sophistications of KONI, other suppli- prematurely, causing shock fade.
ers offer the “gas cell” or plastic bag design.
1 Adjustment Button. 4 Position Adjustable - KONI’s patented adjustment
design enables 1 KONI shock to have 4 distinct and separate rebound
valvings, by a simple push of a button. This feature allows for tuning of the
chassis.
2 Guide & Seal. Low friction Viton seal ensures continued peak perform-
ance; other gas cell shock designs have been measured at 3 times the
friction value of KONI. The KONI guide is made of hardened steel and
includes a sintered bushing for long life; other gas cell designs are not
hardened, nor include a bushing.
3 Piston Rod. Highest tensile strength of any make. KONI rod will with-
stand 850 lbs. of force prior to bending 1% - other competitive rods bend
between 625 and 725 lbs. of force. Super Chrome finished and lapped
(over 3 times smoother than gas cell design) for continued peak perform-
ance and superior seal life.
4 Piston & Teflon Band. Large piston diameter (1.81” vs. gas cell design
of 1.38”) provides velocity-sensitive valving. The valves on the piston
monitor the oil flow and damping forces. The Teflon Band provides low
friction value - other gas cell designs contain lower grade rubber O-rings,
which damage quickly.
5 Cylinder Wall. Precision drawn seamless tubing (other gas cell designs
have abrasive seam welds) ensures low friction value .080” thick cylinder
wall withstands tract abuse.
6 Damping Fluid. Highest viscosity value of any make, ensures no fade
valving. Mono-tube design also allows for larger volume of oil, increasing
ability to withstand high operating temperatures.
7 Floating Separation Piston. Separates gas from oil, enabling shock to
be mounted in any position, including upside-down.
8 Gas. Large volume of nitrogen gas for peak operating performance at
high working temperatures, up to 320˚F.
9 Eye Attachments. Strongest tensile strength of any brand. KONI eye can
withstand up to 15,000 lbs. of force, up to 3 times stronger than some
other brands.
10 3 Position Coil-Over Snap Ring Grooves. Various lengths of springs
can be fitted because of adjustable spring retainers.
22
OVAL TRACK
2812 Series – The Ultimate Asphalt Damper!
The 2812 Series are a mono-tube damper specifically designed for asphalt competition purposes and
features externally adjustable bump and rebound. The precision adjustment mechanism allows for maximum
control possible over the damping forces generated.
In modern racing applications damper sensitivity, repeatability, and ease of use are a must. To achieve this,
the 2812 Series uses a superior and advanced adjustment mechanism operated by closing and opening
valve-loaded ports. By having all damping forces generated at the piston, the control over the damping forces
is very precise. A separate reservoir is not needed to accommodate the bump adjuster. This makes for a
lighter assembly and a compact and simple installation.
Due to the uniqueness of this damper, please call to discuss application and valving. The shocks are user
rebuildable with hundreds of different valving combinations available. For parts and tool information, please call.
The chart below is just a sample of the various lengths that are available. The 2812 shock uses a 1/2” ID
bearing but custom mountings can be fabricated as well due to its modular design.
For more information on finding the correct shock length for your application, please refer to page 11. For
strut based applications, please refer to page 6.
Note: Always select the longest L min you can accommodate. This ensures the lowest friction plus the
best durability.
Part Number Max L Min L Stroke Max L Min L Stroke

403 403mm 289mm 114mm 15.87" 11.38" 4.49"
433 433mm 309mm 124mm 17.05" 12.17" 4.88"
473 473mm 329mm 144mm 18.62" 12.95" 5.67"
513 513mm 349mm 164mm 20.20" 13.74" 6.46"
553 553mm 369mm 184mm 21.77" 14.53" 7.24"
593 593mm 389mm 204mm 23.35" 15.31" 8.03"
633 633mm 409mm 224mm 24.92" 16.10" 8.82"
23
OVAL TRACK
3012 Series
The 3012 Series is the ultimate circle track shock. The KONI patented mono-tube design allows for inde-
pendent adjustments to the rebound and compression forces. The 3012 Series offers one of the broadest
adjustment ranges in the industry, eliminating the need for constant revalving procedures from track to track.
Note: This shock is also available in a steel body known as the 3011 Series.
PART NUMBER SYSTEM

3012 - 5 1 through 6 1 through 9 L or D
Series Stroke Bump Valve Range Rebound Valve Range Linear or Digressive Valving
5" ALUMINUM SHOCK

Part Number Bump Valving Rebound Valving Min. Length Max. Length
3012-51619L 1-6 1-9 10.75 15.75
3012-51619D 1-6 1-9 10.75 15.75
3012-516318D 1-6 3-18 10.75 15.75
6" ALUMINUM SHOCK

3012-61619L 1-6 1-9 12.25 18.25
3012-61619D 1-6 1-9 12.25 18.25
3012-616318D 1-6 3-18 12.25 18.25
7" ALUMINUM SHOCK

3012-71619L 1-6 1-9 12.75 18.25
3012-71619D 1-6 1-9 12.75 18.25
3012-716318D 1-6 3-18 12.75 18.25
8" ALUMINUM SHOCK

3012-81619L 1-6 1-9 14.25 22.25
3012-81619D 1-6 1-9 14.25 22.25
3012-816318D 1-6 3-18 14.25 22.25
9" ALUMINUM SHOCK

3012-91619L 1-6 1-9 14.75 23.75
3012-91619D 1-6 1-9 14.75 23.75
3012-916318D 1-6 3-18 14.75 23.75
24
OVAL TRACK
3014 Series
The 3014 Series shock is the premier rebound adjustable damper in the industry. The 3014 can be adjusted
without removing anything from the car; just simply turn the adjuster wheel to the desired position and it’s
set. This low gas pressure mono-tube has a rebound adjustment range that covers a number 1 through 9
valve and can be ordered with a choice of two compression valves.
PART NUMBER SYSTEM

3014 - 5 3 1 through 9
Series Stroke Bump Valve Rebound Valve Range
5" ALUMINUM SHOCK

3014-5319 3 1-9 10.75 15.75
3014-5519 5 1-9 10.75 15.75
6" ALUMINUM SHOCK

3014-6319 3 1-9 12.25 18.25
3014-6519 5 1-9 12.25 18.25
7" ALUMINUM SHOCK

3014-7319 3 1-9 12.75 18.25
3014-7519 5 1-9 12.75 18.25
8" ALUMINUM SHOCK

3014-8319 3 1-9 14.25 22.25
3014-8519 5 1-9 14.25 22.25
9" ALUMINUM SHOCK

3014-9319 3 1-9 14.75 23.75
3014-9519 5 1-9 14.75 23.75
Parts for 3012 and 3014 Series

71.52.07.002.0 Aluminum 1" Top Eye
8212.29.129 Lower Spring Perch (2.5" ID spring)
3012.29.129 Lower Spring Perch (2.25" ID spring)
8212.29.011 Lock Ring
COM-8T-31 Upgrade 1" Teflon Bearing
1038.50.02.54 Bearing Snap Ring
1037.74.01.04 3012 Bump Adjuster Tool
25
OVAL TRACK
30 Series
Our 30 Series shock is a single adjustable mono-tube design that can be used on Asphalt or Dirt
Applications. There are four distinct rebound adjustments that allow you to adjust the shock to suit your
needs, chassis setup and track conditions. It is lightweight, very consistent and affordable.
PART NUMBER SYSTEM

30 - 5 3 2 through 5
Series Stroke Bump Valve Rebound Valve Range
5" STEEL SHOCK
30-5325 3 2-5 10.75 15.75
30-5436 4 3-6 10.75 15.75
6" STEEL SHOCK

30-6325 3 2-5 12.25 18.25
30-6436 4 3-6 12.25 18.25
7" STEEL SHOCK

30-7325 3 2-5 12.75 19.75
30-7436 4 3-6 12.75 19.75
30-7514 5 1-4 12.75 19.75
30-7647 6 4-7 12.75 19.75
8" STEEL SHOCK

30-8325 3 2-5 14.25 22.25
30-8436 4 3-6 14.25 22.25
30-8414 4 1-4 14.25 22.25
30-8525 5 2-5 14.25 22.25
9" STEEL SHOCK

30-9325 3 2-5 14.75 23.75
30-9436 4 3-6 14.75 23.75
30-9414 4 1-4 14.75 23.75
30-9425 4 2-5 14.75 23.75
30-9525 5 2-5 14.75 23.75
26
OVAL TRACK
FORCE VELOCITY CHART

Part Number Max. Min, Stroke Test Velocity Compression Rebound Adjustment Position // Forces (lbs.)
Length Length (in./sec.) Force(lbs.) 0* 1 2 3
30 5325 15.75" 10.75" 5" 2.05" 20 65 70 95 125
30 6325 18.25" 12.25" 6" 5.16" 40 160 180 225 275
30 7325 19.75" 12.75" 7" 10.32" 60 280 325 390 490
30 8325 22.25" 14.25" 8" 13.00" 70 345 405 495 630
30 9325 23.75" 14.75" 9" 15.49" 80 380 450 550 750
20.65" 100 510 595 720 935
26.00" 125 675 790 965 1280
30 5436 15.75" 10.75" 5" 2.05" 45 100 110 120 145
30 6436 18.25" 12.25" 6" 5.16" 65 175 195 225 275
30 7436 19.75" 12.75" 7" 10.32" 90 285 330 385 490
30 8436 22.25" 14.25" 8" 13.00" 110 340 400 470 590
30 9436 23.75" 14.75" 9" 15.49" 120 395 450 560 710
20.65" 150 520 605 735 905
26.00" 180 650 765 900 1180
30 7514 19.75" 12.75" 7" 2.05" 75 50 60 70 85
5.16" 125 85 90 105 125
10.32" 180 135 155 180 230
13.00" 225 155 185 225 280
15.49" 240 180 215 265 335
20.65" 305 240 275 335 450
26.00" 380 310 360 450 565
30 7647 19.75" 12.75" 7" 2.05" 110 115 135 150 185
5.16" 165 235 255 295 360
10.32" 220 320 365 435 550
13.00" 240 370 420 505 650
15.49" 265 410 485 580 735
20.65" 310 500 595 710 925
26.00" 350 575 685 805 1095
30 8414 22.25" 14.25" 8" 2.05" 25 15 20 25 35
30 9414 23.75" 14.75" 9" 5.16" 60 50 65 75 100
10.32" 120 100 115 150 200
13.00" 155 135 155 200 260
15.49" 175 150 175 225 300
20.65" 220 220 265 325 420
26.00" 265 275 330 420 530
30 8525 22.25" 14.25" 8" 2.05" 50 95 100 105 115
30 9525 23.75" 14.75" 9" 5.16" 80 165 180 200 225
10.32" 130 260 290 330 395
13.00" 135 310 355 410 510
15.49" 160 355 405 475 585
20.65" 200 455 530 630 785
26.00" 230 585 680 785 1025
30 9425 23.75" 14.75" 9" 2.05" 40 75 85 105 120
5.16" 60 145 160 170 200
10.32" 85 205 220 260 320
13.00" 105 235 260 310 395
15.49" 120 260 300 365 460
20.65" 150 335 395 480 610
26.00" 185 415 495 600 750
* 0 - Factory Setting or Minimum Setting
30 Series threaded sleeve & components

(fits all 30 Series dampers with 2 ID springs)
Set including threaded sleeve, lower spring perch, and upper spring perch . . . . . . . . .30.0000
Threaded Sleeve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .30.0000.0005
Lower spring perch with locking set screw . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .30.0000.0006
Upper spring perch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .30.0000.0010
Snap ring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .30.0000.0009
27
OVAL TRACK
STREET STOCK SERIES
Make / Model Year Front Rear Make / Model Year Front Rear
BUICK OLDSMOBILE
Apollo/Skylark 74-79 8040 1087 8040 1088 Cutlass 64-87 8040 1087 8040 1088
Regal/Grand National 70-87 8040 1087 8040 1088 Omega 75-79 8040 1087 8040 1088
Skylark 68-72 8040 1087 8040 1088
PONTIAC
CHEVROLET Cam-Am 77 8040 1087 8040 1088
Camaro 82-92 8741 1030 8241 1140 Sport Firebird 82-92 8741 1030 8241 1140 Sport
Camaro 70-81 8040 1017 8040 1018 Firebird 70-81 8040 1017 8040 1018
Caprice/Impala 77-91 8040 1087 8040 1088 Grand Am 73-77 8040 1087 8040 1088
Chevelle/Malibu 64-85 8040 1087 8040 1088 Grand Prix 69-87 8040 1087 8040 1088
Chevy II/Nova w/Multi-Leaf 68-74 8040 1087 8040 1088 GTO/LeMans/Tempest 64-77 8040 1087 8040 1088
Monte Carlo 70-87 8040 1087 8040 1088
LeMans 78-81 8040 1087 8040 1088
Nova 75-79 8040 1087 8040 1088
Phoenix/ Ventura II 75-79 8040 1087 8040 1088
FORD Ventura II w/Multi-Leaf 72-74 8040 1087 8040 1088
Mustang 94-04 8741 1401 Sport 8041 1026 Sport
For other Street Stock applications, check our Passenger Car and Light
Mustang 87-93 8741 1121 Sport 8041 1026 Sport
Truck Application Guide.
Quad Shock 25 1215
Mustang (Exc. SVO) 85-86 8741 1103 8041 1026 Sport
Quad Shock 25 1215
Mustang w/1.5" Lower 81-84 8741 1103 8041 1026 Sport
Rear Bushing (Exc.SVO)
Quad Shock 25 1215
Mustang, all models 79-80 8741 1103 8041 1026 Sport
STREET STOCK SPECIFICATION CHART
MOUNTING STYLE MAX. LENGTH MIN. LENGTH

PART NO. UPPER LOWER (Inches) (Inches)
8040-1018 Fork Pin 20 3/8 12 7/16
8040-1026 Sport Pin Eye 20 5/16 12 3/8
8040-1087 Pin Cross Bar 13 3/4 8 7/8
8040-1088 Fork 1-Stud 21 1/8 13 1/16
Single stud and fork configurations

may be pressed out to allow for an
eye style mounting.
28
OVAL TRACK
OVAL TRACK TUNING GUIDE

LEFT FRONT RIGHT FRONT
REBOUND LF RF REBOUND
-Set Softer if the car is Loose off the
-Set Softer if the car is Pushing in Exit or the Middle of the Turn.
the Middle of Turn.
-Set Firmer if the car is Pushing off the
-Set Firmer if the car is Loose on Exit. Exit or the Middle of the Turn.
COMPRESSION
-Set Softer if the car is Pushing in the RIGHT REAR

Middle of Turn. This will have a lesser
affect than the Rebound setting. REBOUND
-Set Softer if there is a Push off Exit.
-Set Firmer if the car is Loose off Exit.
LEFT REAR
REBOUND
COMPRESSION
-Set Softer if the car is Loose in the
Middle or Exit of the Turn. Will also affect -Set Softer if the car is Loose in the
Loose condition on Entry. Exit or Middle of the Turn.
LR RR
-Set Firmer if the car is Pushing off the -Set Firmer if there is a Push off the
Exit. Will also affect Push Condition on Exit or Middle of the Turn.
Entry.
Setting both Front shocks Firmer for Rebound will tighten the car up some.
Setting both Rear shocks Firmer will loosen the car up some.
ADDITIONAL TIPS
Adjust only enough rebound into each shock absorber to Rebound adjustments will allow you to alter your car to a corner
eliminate the undesirable characteristic. Adjusting too much entry condition without affecting corner exit or vice versa.
rebound may mask a handling problem of another sort.
Rebound controls the sprung weight of the chassis or weight
Adding more rebound to the car will make the car more stable on transfer while Compression damping affects the unsprung
rougher tracks. On Dirt cars, adding Rebound to the Right Rear weight of the chassis or the tire contact to the racing surface.
will make the car more stable when it slides into the cushion.
29
THREADED KITS
KONI THREADED SPRING PERCH SLEEVES AND PARTS The threaded sleeves are designed to mount on fixed platforms or
Threaded coil-over spring perches allow vehicles that would nor- groove located circlips that are perpendicular to the damper body.
mally have fixed location spring perches to gain some of the bene- The threaded sleeves are made of anodized aluminum with thread-
fits of racing developed tuning techniques. Performance suspen- ed specially designed for load carrying and self cleaning proper-
sion adjustments such as ride height adjustment and corner ties. All lower perches have a nylon tipped locking set screw to pos-
weighting or weight jacking can be performed with threaded spring itively lock the perch in place without damaging the threads.
perches. KONI offers several coil-over sleeves and individual com-
ponents to allow both street and race cars these performance ben- Caution should be used in the installation and use of threaded
efits. Because different vehicles have differ spring and shock spring perches to be sure not to cause damage to the vehicle from
mounting needs and uses, each installer will need to establish bottoming or topping springs, shocks and suspension parts. KONI
which parts are right for that particular application. cannot be held responsible for modifications or damages caused
by the improper use or adjustment of threaded spring perches.
Figure A
Figure B
30.0000.0005 80.0000.1
and 30.0000.0006
42mm ID threaded sleeves & components

(fits most 80-, 8040-, 8041-, 8042- Series dampers with 2 1/4" ID springs)
Set including threaded sleeve, lower spring perch, and 25mm upper spring perch (figure A). . . . . . . . . . . 80.0000.1
Set including threaded sleeve, lower spring perch, and 40mm upper spring perch (figure B). . . . . . . . . . . 80.0000.2
Threaded Sleeve. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80.0000.0005
Lower spring perch with locking set screw . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80.0000.0006
25 mm upper spring perch (figure A) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80.0000.0007
40 mm upper spring perch (figure B) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80.0000.0008
Nylon 2 1/4" to 2 1/2" ID spring adapters (2 needed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15.29.04.003.0
50mm ID threaded sleeves & components

(fits all 30-, and most 82-, 8240-, 8241-, 8242-, 87-, 8741- Series dampers with 2 1/2" ID springs)
Threaded sleeve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30.0000.0005

30
THREADED KITS
30 Series threaded sleeve & components

(fits all 30 Series dampers with 2.5” ID springs)
Set including threaded sleeve, lower spring perch, and upper spring perch . . . . . . . . . . . . . . . . . . . . . . . . 30.0000
Threaded Sleeve. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30.0000.0005
Upper spring perch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30.0000.0010
Snap ring. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30.0000.0009
KONI BUMP RUBBERS

A KONI cellular polyurethane bump rubber is Modifying Bump Rubbers
specially designed to protect the suspension
The tapered end of the bump rubber helps to
from bottoming. Like a progressive spring, the
provide its progressive nature. If it is neces-
bump rubber resistance increases the more it
sary to increase shock travel, trim the non-
is compressed. This not only provides safe
tapered end of the bump rubber.
and controlled bottoming of the suspension,
but also prevents internal damage within the
shock from metal to metal contact.
Part Number Rod Diameter Length Characteristic

70.34.05.000.0 12mm 45mm Linear soft
15.34.20.000.0 12mm 55mm Progressive soft
72.34.48.000.0 14mm 25mm Linear soft
71.34.42.000.0 14mm 45mm Progressive hard
70.34.54.000.0 16-20mm 40mm Progressive soft
31
ADJUSTMENT PROCEDURES
28 Series
Note: Do not place shock absorber in a vice (except at the lower eye).
The rebound and compression adjuster requires a pin with an outside diameter of 1.5mm or a 1.5mm
hex key. The adjusters are marked with the letters that are stamped on the mounting eye.
The Rebound adjuster is marked with an R (rebound). To increase the rebound force, put the adjuster
pin next to the minus sign and turn the pin towards the plus sign (left to right).
The Compression adjuster is marked with a B (bump). To increase the compression force, put the
adjuster pin next to the minus sign and turn the pin towards the plus sign (left to right).
The adjusters each have 7 distinct stop (clicks), each of which marks an adjustment position. There are
a total of 8 adjustment positions for both the compression and rebound adjusters. There are stops at the
minimum and maximum position. DO NOT FORCE THE ADJUSTER AS DAMAGE MAY RESULT!
3011/3012 Series
The Rebound adjuster requires a pin with an outside diameter of 3mm or a 2.5mm Allen key.
To increase the rebound force, put the adjuster pin next to the minus sign and turn the pin towards
the plus sign (left to right). This is one sweep of adjustment. From the minimum position there is a
total adjustment range of 6-8 sweeps. There are no specific clicks of adjustment to mark the adjust-
ment position and the rebound adjuster can be placed at any position in the adjustment range. DO
NOT FORCE ADJUSTER AS BINDING MAY RESULT!
The Compression adjustment is made with the shock fully extended. The compression
adjustment requires tool 1037.74.01.04 or a tool of similar dimension to depress the adjuster
button. Hold the shock body where the piston rod emerges from the cylinder. Depress the button
fully, and hold it down while adjusting. It may require turning the rod slightly to get the button fully
depressed. The adjuster has 10 distinct stops (clicks) each of which marks an adjustment position.
To increase the compression force, turn the piston rod counter-clockwise. When finished, release
the button and make sure the button fully springs back into position. Otherwise, the correct
adjustment will be disturbed.
8212/8216 Series
The Rebound adjuster requires a pin with an outside diameter of 3mm or a 2.5mm hex key. To
increase the rebound force, put the adjuster pin in the hole next to the minus sign and turn the pin
towards the plus sign. This is one sweep of adjustment. The total adjustment range is 7 to 8 sweeps.
There are no specific clicks to mark the adjustment position; the rebound adjuster can be placed in
any position in the adjustment range.
The Compression adjuster is available for the 8212 only. To increase

the compression force, turn the lower adjuster clockwise. To decrease the
compression force, turn the lower adjuster counter-clockwise. From the
minimum, there are 12 distinct stops (clicks) of adjustment.
32
ADJUSTMENT PROCEDURES
30 Series
The Rebound adjustment is made with the shock fully extended. First remove the shock
absorber from the vehicle. Raise the black plastic dust cap covering the adjuster button. Hold
the shock body where the piston rod emerges from the cylinder. Depress the button fully and
hold it down while adjusting. The adjuster has 3 distinct stops (clicks), each of which marks an
adjustment position. There are a total of 4 adjustment positions. The shock may have been
adjusted previously. Check if the shock is in the zero-position by turning the piston rod count-
er-clockwise until the zero-stop is felt. DO NOT FORCE.
To increase the rebound forces, turn the piston rod clockwise. Once the correct adjustment has
been reached, release the button and make sure that it full springs back into position before
installing the shock again.
8041, 8210, 8241, 8610, 8641, 8710, 8741 Series

These shocks do not need to be removed from the vehicle to be adjusted. Place the adjustment knob
included with the shocks onto the adjuster tab on the top of the shock absorber. Turn the adjusting knob
clockwise to check if the damper has been previously adjusted. If you feel resistance, DO NOT FORCE,
as the shock is in the minimum position.
To increase the Rebound force, turn the knob counter-clockwise in the direction of the “firm” arrow.
There will be 1.5-3 turns of the adjuster depending on the model. There are no specific clicks to mark the
adjustment position; the rebound adjuster can be placed in any position in the adjustment range. When
finished, remove the adjusting knob to prevent damage to the adjuster.
80, 82, 86, 8040, 8240 Series

Remove the shock from the vehicle and hold it vertically with the lower mount-
ing attachment in a vice. Fully compress the shock, at the same time turning
the dust cover or piston rod slowly counter-clockwise until you feel the
adjuster engage into the recess at the bottom of the shock (the foot valve
assembly).
Note: Some shock absorbers include a bump rubber concealed under the
dust cover. All bumpstops MUST be removed prior to adjusting. Do not forget
to re-install after adjusting.
The shock may have been adjusted previously. Therefore, check whether the
shock absorber is at the minimum position by keep it compressed and gently
turning further counter-clockwise while counting the half turns until a stop is
felt. This is the minimum rebound position.
To increase the rebound damping, turn the piston rod clockwise. The typical
adjustment range is 3-5 half turns. There will be a stop at the maximum
rebound position. DO NOT TRY TO FORCE BEYOND THIS MAXIMUM
POSITION! When finished with the adjustment, extend the shock vertically
for at least an inch without turning in order to disengage the adjusting mech-
anism. The dust cover or piston rod may now be turned freely.
33
SHOP SERVICES
KONI SERVICE CENTER

KONI North America operates a full service shock absorber
Service Center to provide complete testing, fabrication, restoration
and revalve capabilities. The facility can perform services for
automotive, motorsports, heavy duty bus and truck, railway and
industrial applications.
DYNO TESTING – All KONI dampers are tested on a shock dyno
when they are manufactured. However, racing dampers should be
dyno tested periodically to ensure optimum performance. KONI
offers dyno services utilizing the latest technology in computer
operated multi- and single- speed dynos.
REBUILD AND RESTORATION – KONI dampers, in most cases, are
fully rebuildable (see chart below). Vintage street and racing shocks
can be refurbished to a like-new condition including paint and decals.
REVALVE – In cases where the original KONI valving may not be
optimal for modified vehicles, the valving on a KONI may be altered
to match a customer’s application requirements. KONI has devel-
oped specific valvings for motorsports applications including
autocross, drag racing, oval track racing and road course racing. HOW TO DO BUSINESS WITH THE KONI
SERVICE CENTER
SPECIAL APPLICATION CONVERSIONS – The KONI Service
Center can perform a variety of special modifications including Call KONI at 859-586-4100 option 51. Service Center hours are
shortened and extended lengths. We can also convert most 7:30am to 4:00pm EST. Dampers should be sent to:
dampers to double adjustable or external rebound adjustable on Koni North America, Attn: Service Center, 1961A International Way,
application that did not have this before. Special mounting configu- Hebron, KY 41048
rations or conversion of non-KONI dampers can also be done for Please include a note with a description of the services required
applications that are not offered otherwise. Contact the KONI and your name, address and a daytime telephone number.
Service Center with your special requirements.
Turn-Around Time: Normal turn-around time is three to four weeks
OTHER KONI AUTHORIZED REBUILD FACILITIES – In addition to from date of receipt but it is sometimes subject to seasonal run-ups
the KONI Service Center in Hebron, KY, there are two KONI author- so please call KONI in advance to determine your projected avail-
ized rebuild facilities in North America. Both utilize KONI trained ability date.
technicians and KONI parts. They are TrueChoice in Hilliard, OH
(800-388-8783) and Pro Parts West in Canoga Park, CA (818-888-8904). Terms: Without exception, all shocks must be sent to KONI freight
prepaid. Method of payment will be VISA, MasterCard or American
MOBILE SERVICE FACILITIES – KONI operates mobile service Express. No C.O.D’s can be accepted.
units complete with dyno testing and rebuilding facilities for
Research and Development and motorsports support. Costs: Contact KONI at 859-586-4100 for current prices on services.
Identifying KONI Part Numbers. Refer to the chart below to determine an at-a-glance overview of the
KONI part number prefixes and what feature each one indicates.
26 2812 2816 2817 30 30 SP8 3014 3012 80 8010 8040 8041 8042 82 8240 8241 8242 8210 8212 86 8610 8611 8640 8641 87 8710 8711 8740 8741 8742
CONSTRUCTION TYPE
Twin-Tube Hydraulic X X X X X X X X X X X
Twin-Tube Low Pressure Gas X X X X X X X X X X X
Mono-Tube High Pressure Gas X X X X X X X X
ADJUSTMENT FEATURE
Externally Adjustable X X X X X X X X X X
Standard Adjustable X X X X X X X X X X X
Double Adjustable X X X X X X X X X
BODY STYLE
McPherson Strut Cartridge X X X X X X X
McPherson Strut Complete Housing X X X X X X X
Standard Shock Absorber X X X X X X X X X X X X X X X X
SERVICE
Rebuildable X X X X X X X X X X X X X X X X X X X X X X X X X X X X
Not Rebuildable X X X
34
SHOCK FABRICATION CHART
Name: Due Date:

Shipping Address:
City: State/Province: Zip/Postal Code:

Phone (Day): Fax:
Form of Payment: Exp Date:
Car Make: Model: Year:
Front Rear
Shock Series Requested
Type of Shock (A, B, C, D):
L Minimum
L Maximum
"A" Body Length
Aluminum/Steel Body
Coil-over/Non Coil-over
Gas/Non Gas
Single/Double Adjustable
Motion Ratio (see tech section)
Spring Rate Range
Spring Inner Diameter
Top Eye Adjuster Orientation
Bottom Eye Adjuster Orientation
Pin Dimensions (Sketch here or attach)
Please attach any other specifications or attachment information as needed

This specification sheet must be signed off by the customer before any shocks will be built or modified. Any changes made by the customer will be
recognized as the customers requested dimensions and the damper will be built to these listed specifications. The customer is responsible
for the signed off specification sheet. If there are any questions, please contact us at 800-922-2616.
Signed: Date:
35
REBUILD/MODIFICATION SHEET
Name: Due Date:

Shipping Address:
City: State/Province: Zip/Postal Code:

Phone (Day): Fax:
Form of Payment: Exp Date:
Car Make: Model: Year:

Racing Class:
Front Rear
Part number of dampers
Customer supplied or supplied by KONI
Fabrication from non-KONI units (wet kit)?
For modifying shocks only

Increase/Decrease Max Length *
Shorten shock Min Length
Gas/Non Gas
Convert to Double Adjustable /Bottom Adjuster Orientation
Compression Adjuster Orientation (as required) **
Rebound External Adjustment Conversion?
Top Eye Adjuster Orientation ***
Spring Rate Range
Coil-over Conversion (where applicable)
Spring Inner Diameter (coil-over only)
* To add rebound stop means that the maximum length of the damper will get shorter
** For Double adjustable conversions only
*** Applies to eye top attachment shocks only
Please attach any other specifications or attachment information as needed
This specification sheet must be signed off by the customer before any shocks will be built or modified. Any changes made by the customer will be recognized as the cus-
tomers requested dimensions and the damper will be built to these listed specifications. The customer is responsible for the signed off specification sheet. At time of order,
we will contact your for any corrections, as needed, and with a price quote for the work. If there are any questions, please contact us at 800-922-2616.
Signed: Date:
36
TUNING GUIDE
SUGGESTED ADJUSTMENT PROCEDURE FOR ROAD COURSE USE

Adjusting the Compression (Bump) Damping Control The rebound damping controls the transitional roll (lean) as when entering a
Bump damping controls the unsprung weight of the vehicle (wheels, axles, turn. It does not limit the total amount of roll; it does limit how fast this total roll
etc.). It controls the upward movement of the suspension such as hitting a angle is achieved. How much the vehicle actually leans is determined by other
bump in the track. It should not be used to control the downward movement of things such as spring rate, sway bars, roll center heights, etc.
the vehicle when it encounters dips. Also, it should not be used to control roll It should be noted that too much rebound damping on either end of the vehi-
or bottoming. cle will cause an initial loss of lateral acceleration (cornering power) at that end
Depending on the vehicle, the ideal bump setting can occur at any point with- which will cause the vehicle to oversteer or understeer excessively when
in the adjustment range. This setting will be reached when “side-hop” or “walk- entering a turn. Too much rebound control in relation to spring rate will cause
ing” in a bumpy turn is minimal and the ride is not uncomfortably harsh. At any a condition known as “jacking down.” This is a condition where, after hitting a
point other than this ideal setting, the “side-hopping’ condition will be more pro- bump and compressing the spring, the damper does not allow the spring to
nounced and the ride may be too harsh. return to a neutral position before the next bump is encountered. This repeats
with each subsequent bump until the car is actually lowered onto the bump
Step 1: Set all four dampers on minimum bump and minimum rebound stops. Contact with the bump stops causes a drastic increase in roll stiffness.
settings. If this condition occurs on the front, the car will understeer; if it occurs on the
Step 2: Drive one or two laps to get the feel of the car. NOTE: When rear, the car will oversteer.
driving the car during the bump adjustment phase, disregard body Step 1: With the rebound set on full soft and the bump control set from your
lean or roll and concentrate solely on how the car feels over bumps. testing, drive the car one or two laps, paying attention to how the car
Also, try to notice if the car “walks” or “side-hops” on a rough turn. rolls when entering a turn.
Step 3: Increase bump adjustment clockwise 3 clicks on all four dampers. Step 2: Increase rebound damping three sweeps or 3/4 of a turn on all four
Drive the car one or two laps. Repeat this step until a point is dampers and drive the car one or two laps. Repeat this step until the
reached where the car starts to feel hard over bumpy surfaces. car enters the turns smoothly (no drastic attitude changes) and with
Step 4: Back off the bump adjustment two clicks. The bump control is out leaning excessively. Any increase in the rebound stiffness beyond
now set. NOTE: The back off point will likely be reached sooner on this point is unnecessary and may in fact be detrimental.
one end of the vehicle than the other.If this occurs, keep increasing EXCEPTION: It may be desirable to have a car that assumes an oversteer-
the bump on the soft end until it too feels too hard. Then back that ing or understeering attitude when entering a turn. This preference, of course,
side off two clicks. The bump control is now set. will vary from one driver to another depending on the individual driving style.
Adjusting the Rebound Damping Control
Once you have found what you feel to be the best bump setting on all four
wheels, you are now ready to proceed with adjusting the rebound damping.
SUGGESTED ADJUSTMENT PROCEDURE FOR DRAG RACING USE

Step 1: Prior to testing make certain that wheelie bars are raised as high as possible Adjust the damper by increasing the rebound damping in 1/4 turn (90 degrees) incre-
while maintaining control and eliminating their influence as much as possible ments until a smooth transition from launch through gear change has been achieved.
on damper settings. Also install a tie-wrap to the chrome rod of the shock If double adjustable KONI’s are used, adjust the bump damping in 3 click increments
and push down to where it touches the top of the body. to control the amount and the rate at which the front end settles during gear change.
Watch your ET’s and, if your times start to get slower, back off the rebound adjust-
Step 2: Place all damping controls on minimum. Make a pass in first and second gears
ment by 1/4 turn and the bump adjustment by 2 clicks.
in order to determine that the car goes straight. If not, the alignment, tire pres-
sures, etc. should be checked and corrected before proceeding any further. Step 4: Rear Damper Adjustment Procedure
Pay close attention to what occurs during gear change. If the car wheel You should pay close attention to the rear of the car as your goal is to damp
stands or bounces violently, you should adjust the front dampers first and the tire movements as firm as the track conditions permit. Remember that
then the rears. However, if there is rear tire shake, wheel hop or excessive the damper controls the amount and the rate of weight transfer to the tire.
body separation, adjust the rear shocks first and then the fronts.
Too Light of a damper setting allows excessive separation between the body and
Check also where the tie-wrap ends up after launch. If it is buried into the the tire.
bumpstop, the spring rate may either be too soft, the vehicle set too low or
the bumpstop may need to be trimmed (up to 1”). Too Firm of a damper setting allows high tire shock and causes extreme flatten-
Step 3: Front Damper Adjustment Procedure ing of the tire.
Pay close attention to what is happening to the front end during launch and Adjust the rear damper in 1/4 turn (90 degrees) increments of rebound adjustment and,
the first gear change. Your goal is to eliminate all jerking and/or bouncing if KONI double adjustable dampers are used, increase the bump adjuster by 3 clicks for
movements so as to obtain smooth transitions at all times. each pass. Watch your ET’s and if your times start to get slower, reduce the amount of
adjustment by 1/4 turn of rebound adjustment and 2 clicks of bump adjustment.
Too Light of a damper setting allows violent chassis separation and may even result
in jerking the front wheels off the ground during initial launch. Too light a setting also Step 5: When all adjustments have been completed, reset your wheelie bars as
allows the car, during gear change, to bounce off its front rebound travel limiter and low as possible without hurting your ET’s. Once you have completed this
then bottom out in a continually oscillating manner. procedure, only fine adjustments may be needed in the future due to varying
Too Firm of a damper setting will prevent the tires from easily lifting off the ground track conditions.
and thus providing sufficient weight transfer. During a gear change a firm setting will
also cause the chassis to bounce off the tire when the chassis settles down.

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QUALITY

KONI Shock Absorber Components:

KONI Quality.....................................................................................Inside Front Cover

Adjustment Procedures ......................................................................................32-33

2822 Series 4-way

2822 Series 4-way (continued)

TYPE OF MOUNTING EYE

2812 MK. II Series

2812 Long Body Series

TYPE OF MOUNTING EYE TYPE OF MOUNTING EYE

Components Supplied by KONI

Length code L max L max L min Stroke L cylinder

Part Number Stroke Max L Min L A Stroke Max L Min L A

Part Number Stroke Max L Min L A Stroke Max L Min L A

8611 Series Double Adjustable Strut Inserts

Part Number Stroke Max L Min L A D Stroke Max L Min L A D

8610 Series Single Adjustable Strut Inserts

Part Number Stroke Max L Min L A D Stroke Max L Min L A D

THREAD & PITCH PART NO.

TO DETERMINE THE CORRECT 8611 OR 8610 INSERT FOR YOUR APPLICATION

Application Year Front Body Shortened Rear Body Shortened

HOW TO DETERMINE THE REQUIRED DAMPER LENGTHS

DETERMINING ROAD COURSE I

SUGGESTED ADJUSTMENT PROCEDURE FOR ROAD COURSE USE

SPHERICAL BEARING MOUNT AND CAMBER PLATE GUIDE

KONI ADJUSTABLE DRAG RACING

Bump Rubber = 1"

Bump Rubber = 2-3/16"

Bump Rubber = 2-5/32" (1-9/16" for 8216-2127)

Bump Rubber = 15/32"

TIPS FOR COIL-OVER SHOCKS

Make / Model Year Front Rear

Make / Model Year Front Rear

Drag Racing Stock Length Information

See page 20 for measurement procedures for factory style shocks.

SUGGESTED ADJUSTMENT PROCEDURE FOR DRAG RACING USE

HOW TO MEASURE MAXIMUM/MINIMUM LENGTHS

Note: Single stud and fork configurations may be

HOW TO DETERMINE THE CORRECT SHOCK ABSORBER LENGTH

HOW TO DETERMINE SPRING REQUIREMENTS-GENERAL GUIDELINES*

KONI’S SUPERIOR SHOCK

KONI’s Mono-Tube Design vs. Gas Cell Design

2812 Series – The Ultimate Asphalt Damper!

Part Number Max L Min L Stroke Max L Min L Stroke

PART NUMBER SYSTEM

5" ALUMINUM SHOCK

6" ALUMINUM SHOCK

7" ALUMINUM SHOCK

8" ALUMINUM SHOCK

9" ALUMINUM SHOCK

PART NUMBER SYSTEM

5" ALUMINUM SHOCK

6" ALUMINUM SHOCK

7" ALUMINUM SHOCK

8" ALUMINUM SHOCK

9" ALUMINUM SHOCK

Parts for 3012 and 3014 Series

PART NUMBER SYSTEM

6" STEEL SHOCK