[ICM] 신형미니(2007년이후) KONI FSD 쇽업쇼버 할인이벤트....

[[ICM한부장]상철]

안녕하세요  ICM모터스입니다...

이번에 FSD 쇽업쇼버 한정할인이벤트합니다......

서스펜션 튜닝을 아시는 분이라면 FSD 에대해 들어보신 적이있을겁니다..

시내주행시에는 편안한승차감을 즐기다가 고속주행 코너링등 꽉잡아줄수있는

서스를기대하셧던 분들께 추천합니다......

이벤트수량  :  4대분 ...

적용차량  :신형미니(2007년이후)

이벤트가격:110만원(장착비포함,카드결재시5만원추가)

참여방법: 전화예약이나, 방문하시면됩니다.....

한부장:010-8502-0582

사무실:02-511-1176

Most shock absorbers are designed to offer a firmer ride OR to maximize ride comfort. And complete computerized systems can deliver both comfort and performance, but at too high a price for the average consumer's vehicle.

The KONI FSD (Frequency Selective Damping) shock combines excellent road holding and handing characteristics with no-compromise comfort levels. It's a two-in-one solution from KONI that doesn't require the installation of sophisticated electronics, cables or sensors. Firmness for sporty driving on even road surfaces. Smoothness for a comfortable ride on uneven road surfaces.

It's possible via KONI's patented Frequency Selective Damping technology - technology that actively controls the damping level on the basis of the vehicle's body and suspension movement frequency. FSD shocks are a smart suspension system that adjusts automatically and in a fraction of a second to road conditions and driving style.

How It Works

		In standard shock absorbers the main damping characteristic is defined by the oil flow going through the piston assembly (1). Combining it with the FSD feature (2), KONI added a special valve that controls an oil flow parallel to the one going through the piston rod (3). This parallel oil flow is closed by the FSD feature, giving a rise in damping force almost linear to the time that the piston is moving in one direction
Put simply: the FSD feature is a hydraulic amplifier that delays the build up of pressure. In some ways an extra tuning option has been created in order to get the best possible combination of handling and comfort. Since it is an integrated part of the hydraulic valve system inside the damper, no additional cables, sensors or any other electronic devices are needed to operate an FSD damper. Read more in Dynamic Dampers.

Benefits:

• Excellent road holding and handing
• Improved grip
• Great stability
• Optimum comfort level
• Excellent body control
• Added comfort for low profile tire applications
• Maximized driving pleasure
• No electronics, sensors or other components needed
• Economical, effective solution

[Mclaren F1 차량에 적용된 FSD Damper에 대한 설명입니다.]

 

Choosing the Optimum Damper for Your Vehicle

All hydraulic shock absorbers work by the principle of converting kinetic energy (movement) into thermal energy (heat). For that purpose, fluid in the shock absorber is forced to flow through restricted outlets and valve systems, thus generating hydraulic resistance.

A telescopic shock absorber (damper) can be compressed and extended; the so-called bump stroke and rebound stroke.

Telescopic shock absorbers can be subdivided into:

1. Twin-tube dampers, available in hydraulic and gas-hydraulic configuration.

2. Mono-tube dampers, also called high pressure gas shocks.

Click a shock for a more detailed view

TWIN-TUBE SHOCK ABSORBERS (fig. A and B)* The main components are: - outer tube, also called reservoir tube (6)* - inner tube, also called cylinder (5)* - piston (2)* connected to a piston rod (1)* - bottom valve, also called footvalve (7)* - piston rod guide (3)* How Does a Twin-Tube Shock Absorber Work? Bump stroke. When the piston rod is pushed in, oil flows without resistance from below the piston through the outlets A*, B*, C*, and D* and the non-return valve (19)* to the area above the piston. Simultaneously, a quantity of oil is displaced by the volume of the rod entering the cylinder. This volume of oil is forced to flow through the bottom valve into the reservoir tube filled with air (1 bar) or nitrogen gas (4-8 bar). The resistance, encountered by the oil on passing through the footvalve, generates the bump damping. Rebound stroke. When the piston rod is pulled out, the oil above the piston is pressurized and forced to flow through the piston. The resistance, encountered by the oil on passing through the piston, generates the rebound damping. Simultaneously, some oil flows back, without resistance, from the reservoir tube (6)* through the footvalve to the lower part of the cylinder to compensate for the volume of the piston rod emerging from the cylinder.

MONO-TUBE SHOCK ABSORBER (fig. C)* The main components are: - (pressure) cylinder, also called housing - piston (2)* connected to a piston rod (1)* - floating piston, also called separating piston (15)* - piston guide (3)* How Does a Mono-Tube Shock Absorber Work? Bump stroke. Unlike the twin-tube damper, the mono-tube shock has no reservoir tube. There is still a need to store the oil that is displaced by the rod when entering the cylinder. This is achieved by making the oil capacity of the cylinder adaptable. Therefore the cylinder is not completely filled with oil; the lower part contains (nitrogen) gas under 20-30 bar. Gas and oil are separated by the floating piston (15)*. When the piston rod is pushed in, the floating piston is also forced down by the displacement of the piston rod, thus slightly increasing pressure in both gas and oil section. Also, the oil below the piston is forced to flow through the piston. The resistance encountered in this manner generates the bump damping. Rebound stroke. When the piston rod is pulled out, the oil between piston and guide is forced to flow through the piston. The resistance encountered in this manner generates the rebound damping. At the same time, part of the piston rod will emerge from the cylinder and the free (floating) piston will move upwards.

 

Comparing KONI Special vs. KONI Sport

The characteristics of shock absorbers hardly ever get the attention they deserve, despite the damper being responsible for comfort, roadholding, stability and safety.

Below is a force velocity graph of a KONI Special and a KONI Sport shock, both designed for the same vehicle. The graph displays the adjustment ranges for both shocks. The pink area shows the adjustment range where both shocks are equal in value. The red area indicates that portion unique to the KONI Special, while the yellow area is specific to the Sport shock only. When a car accelerates, brakes or rolls, typical damper speeds are in the (A) area. Damper speeds caused by road surface irregularities (bumps, railroad tracks, etc.) are in the (B) area.

KONI Special (red or black). The KONI Special dampers are designed to offer the best compromise between road handling and comfort. If only a Special damper is listed, its adjustment forces are designed for all driving requirements.

KONI Sport (yellow). The KONI Sport dampers are designed for aggressive driving or cars with suspension upgrades while continuing to offer comfort. If a KONI Sport is listed as an alternative to the KONI Special, choose Sport for aggressive handling characteristics.

KONI Sport (yellow) shocks are identified by the Sport suffix (example, 8040-1026 Sport). KONI Special (red or black) shocks are listed without the Sport suffix (example, 8040-1026).

[[혀기]자혁]

컨트리도 장착 가능한지요? ^^

[[ICM한부장]상철]

컨트리맨은 장착이 안됩니다...

[[지녀스팍]지수]

스프링은 순정쓰는건가요?jcw와비교해서많이차이나나요?

[[ICM한부장]상철]

스프링은 순정입니다....JCW 보다는 부드럽습니다