Need help deciding strut/shock package
Thread Starter
Senior Member
Joined: 01-08-11
Posts: 1,095
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From: north of milw, wi
Need help deciding strut/shock package
Ive got a 07 LS that I will be running Eibach Sportline Springs once the weather gets warmer here in WI 
Other than the Eibachs I have the stock shocks/springs.
What is a good shock/strut upgrade that I can get to go along with the Sportlines?
I found a bunch of different brands. The Fe5, Monroe, KYB...?
What you all running and what you think would work great for my car?
Other than the Eibachs I have the stock shocks/springs.
What is a good shock/strut upgrade that I can get to go along with the Sportlines?
I found a bunch of different brands. The Fe5, Monroe, KYB...?
What you all running and what you think would work great for my car?
Senior Member
Joined: 05-30-10
Posts: 827
Likes: 1
From: va beach
everyones saying fe5 tho
and honestly the tc fit the sc
and they also say that theyre the same as stock and that the tc is the best handling car for its price
so im pretty sure im going with the fe5 package of crate engine depot
and honestly the tc fit the sc
and they also say that theyre the same as stock and that the tc is the best handling car for its price
so im pretty sure im going with the fe5 package of crate engine depot
Senior Member
Joined: 05-30-10
Posts: 827
Likes: 1
From: va beach
man ive been looking at those koni yellow shocks and i mean they look exactly the same as the fe5 i cant really think of anything that would make them any better then the fe5
i think theyre more expensive because theyre yellow lol and cause theyre 'koni'
'
i think theyre more expensive because theyre yellow lol and cause theyre 'koni'
'
If you want a good deal, get the FE5 strut/shocks. If you're going to run stiffer springs and a bigger rear bar, get the Konis. I find the additional rebound damping (mostly in the rear) to be a huge improvement. The back of the car doesn't rock back and forth so much anymore. It's easier to keep it loaded up on one side through quick side to side transitions.
Qwik will disagree with me, and that's fine. Different drivers prefer different things. Just remember that once we add shorter/stiffer springs and a swaybar, we're asking more from the stock shocks than they were intended for.
Thread Starter
Senior Member
Joined: 01-08-11
Posts: 1,095
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From: north of milw, wi
Thats why Im asking what would be the best, DURABLE strut/shocks to run with the Sportlines?
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Joined: 09-30-07
Posts: 289
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From: Cali
ok...I own a 06 SS/SC w/ eibach.....depending what your going to ask from your car.....will dictate what you get...if you plan on adjusting the shock and rebound...maybe even corner weighting the car or going the track route...then get the koni since you can adjust them...if your not...then I would go with the KYB struts....I have them with the springs....I can say with confidence that I like KYB and trust them....I would HIGLY recommend that when you do...you get he car aligned ASAP.....changing springs will change the alignment....since you have to take the struts out....as for shocks....I still am running the stocks now....hope this helps...pm me if ya got an ?'s....also...heres the difference with the 3 suspensions...its on here somewhere....
• FE1 suspension – standard on LS, LT and LTZ models, it provides a smooth ride and includes a 19-mm front stabilizer bar and a 16-mm rear stabilizer bar
• FE3 suspension – standard and available only on SS models, it delivers a firmer, more direct ride and includes 22-mm front and rear stabilizer bars, four-wheel disc brakes, monotube shocks and 17-inch wheels and performance tires
• FE5 suspension – standard on the SS Supercharged, it was developed on the racetrack to deliver sports car levels of handling and grip; 24-mm front stabilizer bar and 22-mm rear stabilizer bar, higher-rate springs and bushings, four-wheel disc brakes, monotube shocks and 18-inch forged aluminum wheels with complementing performance tires
From the outset, engineers designed Cobalt to be a responsive, fun-to-drive car. Cobalt’s underbody uses high-strength steel as welded members in strategic locations for maximum strength, structural integrity, mass optimization and crashworthiness. The underbody boasts a rigid bending frequency of nearly 27 Hz.
All Cobalt models feature a strut-type front suspension, semi-independent torsion beam rear suspension, and front and rear stabilizer bars for more exact body roll control. Speed-sensitive electric power steering is tuned to match the performance levels of the various tire and suspension packages.
The Cobalt rides on a MacPherson strut front suspension and a semi-independent, torsion beam rear suspension. Front and rear stabilizer bars – uncommon features for compact cars in Cobalt’s price range – are standard on all models. Suspension tuning for each model, including steering feel, spring rate and stabilizer bar diameter, is dialed in to provide distinct driving and handling characteristics.
Cobalt’s strut-type front suspension is compact yet provides long wheel travel, with 90 mm of compression travel and 87 mm of rebound, which is substantially more than most competitors and enhances overall ride and handling. Monotube rear shocks are used for a more precise road feel. L-shaped front control arms contain a forward pivot bushing, which transmits most of the cornering force, and a larger, high-damped composite rear elastomeric bushing that allows rearward movement to minimize harshness from road surface impacts. The front control arms are made from steel on the FE1 suspension and are aluminum on the FE3 and FE5 suspensions.
The direct-acting front stabilizer bar connects to each strut for precise steering response and improved cornering agility with decreased body roll. All front suspension components are mounted to a new, rigid cradle assembly comprised of four large hydroformed steel tubes and two side members that are integrally welded to front and rear cross members. The cradle is mounted to the Cobalt’s space frame at four widely spaced points.
Cobalt’s torsion beam rear suspension provides excellent ride and handling, while maximizing interior space. A hydraulic rear suspension bushing is employed on the FE1 suspension to improve the ride and suppress road noise. Rear wheel travel, at 126.5 mm in jounce and 68.5 mm in rebound, is longer than most vehicles in the segment.
• FE1 suspension – standard on LS, LT and LTZ models, it provides a smooth ride and includes a 19-mm front stabilizer bar and a 16-mm rear stabilizer bar
• FE3 suspension – standard and available only on SS models, it delivers a firmer, more direct ride and includes 22-mm front and rear stabilizer bars, four-wheel disc brakes, monotube shocks and 17-inch wheels and performance tires
• FE5 suspension – standard on the SS Supercharged, it was developed on the racetrack to deliver sports car levels of handling and grip; 24-mm front stabilizer bar and 22-mm rear stabilizer bar, higher-rate springs and bushings, four-wheel disc brakes, monotube shocks and 18-inch forged aluminum wheels with complementing performance tires
From the outset, engineers designed Cobalt to be a responsive, fun-to-drive car. Cobalt’s underbody uses high-strength steel as welded members in strategic locations for maximum strength, structural integrity, mass optimization and crashworthiness. The underbody boasts a rigid bending frequency of nearly 27 Hz.
All Cobalt models feature a strut-type front suspension, semi-independent torsion beam rear suspension, and front and rear stabilizer bars for more exact body roll control. Speed-sensitive electric power steering is tuned to match the performance levels of the various tire and suspension packages.
The Cobalt rides on a MacPherson strut front suspension and a semi-independent, torsion beam rear suspension. Front and rear stabilizer bars – uncommon features for compact cars in Cobalt’s price range – are standard on all models. Suspension tuning for each model, including steering feel, spring rate and stabilizer bar diameter, is dialed in to provide distinct driving and handling characteristics.
Cobalt’s strut-type front suspension is compact yet provides long wheel travel, with 90 mm of compression travel and 87 mm of rebound, which is substantially more than most competitors and enhances overall ride and handling. Monotube rear shocks are used for a more precise road feel. L-shaped front control arms contain a forward pivot bushing, which transmits most of the cornering force, and a larger, high-damped composite rear elastomeric bushing that allows rearward movement to minimize harshness from road surface impacts. The front control arms are made from steel on the FE1 suspension and are aluminum on the FE3 and FE5 suspensions.
The direct-acting front stabilizer bar connects to each strut for precise steering response and improved cornering agility with decreased body roll. All front suspension components are mounted to a new, rigid cradle assembly comprised of four large hydroformed steel tubes and two side members that are integrally welded to front and rear cross members. The cradle is mounted to the Cobalt’s space frame at four widely spaced points.
Cobalt’s torsion beam rear suspension provides excellent ride and handling, while maximizing interior space. A hydraulic rear suspension bushing is employed on the FE1 suspension to improve the ride and suppress road noise. Rear wheel travel, at 126.5 mm in jounce and 68.5 mm in rebound, is longer than most vehicles in the segment.
Thread Starter
Senior Member
Joined: 01-08-11
Posts: 1,095
Likes: 0
From: north of milw, wi
ok...I own a 06 SS/SC w/ eibach.....depending what your going to ask from your car.....will dictate what you get...if you plan on adjusting the shock and rebound...maybe even corner weighting the car or going the track route...then get the koni since you can adjust them...if your not...then I would go with the KYB struts....I have them with the springs....I can say with confidence that I like KYB and trust them....I would HIGLY recommend that when you do...you get he car aligned ASAP.....changing springs will change the alignment....since you have to take the struts out....as for shocks....I still am running the stocks now....hope this helps...pm me if ya got an ?'s....also...heres the difference with the 3 suspensions...its on here somewhere....
• FE1 suspension – standard on LS, LT and LTZ models, it provides a smooth ride and includes a 19-mm front stabilizer bar and a 16-mm rear stabilizer bar
• FE3 suspension – standard and available only on SS models, it delivers a firmer, more direct ride and includes 22-mm front and rear stabilizer bars, four-wheel disc brakes, monotube shocks and 17-inch wheels and performance tires
• FE5 suspension – standard on the SS Supercharged, it was developed on the racetrack to deliver sports car levels of handling and grip; 24-mm front stabilizer bar and 22-mm rear stabilizer bar, higher-rate springs and bushings, four-wheel disc brakes, monotube shocks and 18-inch forged aluminum wheels with complementing performance tires
From the outset, engineers designed Cobalt to be a responsive, fun-to-drive car. Cobalt’s underbody uses high-strength steel as welded members in strategic locations for maximum strength, structural integrity, mass optimization and crashworthiness. The underbody boasts a rigid bending frequency of nearly 27 Hz.
All Cobalt models feature a strut-type front suspension, semi-independent torsion beam rear suspension, and front and rear stabilizer bars for more exact body roll control. Speed-sensitive electric power steering is tuned to match the performance levels of the various tire and suspension packages.
The Cobalt rides on a MacPherson strut front suspension and a semi-independent, torsion beam rear suspension. Front and rear stabilizer bars – uncommon features for compact cars in Cobalt’s price range – are standard on all models. Suspension tuning for each model, including steering feel, spring rate and stabilizer bar diameter, is dialed in to provide distinct driving and handling characteristics.
Cobalt’s strut-type front suspension is compact yet provides long wheel travel, with 90 mm of compression travel and 87 mm of rebound, which is substantially more than most competitors and enhances overall ride and handling. Monotube rear shocks are used for a more precise road feel. L-shaped front control arms contain a forward pivot bushing, which transmits most of the cornering force, and a larger, high-damped composite rear elastomeric bushing that allows rearward movement to minimize harshness from road surface impacts. The front control arms are made from steel on the FE1 suspension and are aluminum on the FE3 and FE5 suspensions.
The direct-acting front stabilizer bar connects to each strut for precise steering response and improved cornering agility with decreased body roll. All front suspension components are mounted to a new, rigid cradle assembly comprised of four large hydroformed steel tubes and two side members that are integrally welded to front and rear cross members. The cradle is mounted to the Cobalt’s space frame at four widely spaced points.
Cobalt’s torsion beam rear suspension provides excellent ride and handling, while maximizing interior space. A hydraulic rear suspension bushing is employed on the FE1 suspension to improve the ride and suppress road noise. Rear wheel travel, at 126.5 mm in jounce and 68.5 mm in rebound, is longer than most vehicles in the segment.
• FE1 suspension – standard on LS, LT and LTZ models, it provides a smooth ride and includes a 19-mm front stabilizer bar and a 16-mm rear stabilizer bar
• FE3 suspension – standard and available only on SS models, it delivers a firmer, more direct ride and includes 22-mm front and rear stabilizer bars, four-wheel disc brakes, monotube shocks and 17-inch wheels and performance tires
• FE5 suspension – standard on the SS Supercharged, it was developed on the racetrack to deliver sports car levels of handling and grip; 24-mm front stabilizer bar and 22-mm rear stabilizer bar, higher-rate springs and bushings, four-wheel disc brakes, monotube shocks and 18-inch forged aluminum wheels with complementing performance tires
From the outset, engineers designed Cobalt to be a responsive, fun-to-drive car. Cobalt’s underbody uses high-strength steel as welded members in strategic locations for maximum strength, structural integrity, mass optimization and crashworthiness. The underbody boasts a rigid bending frequency of nearly 27 Hz.
All Cobalt models feature a strut-type front suspension, semi-independent torsion beam rear suspension, and front and rear stabilizer bars for more exact body roll control. Speed-sensitive electric power steering is tuned to match the performance levels of the various tire and suspension packages.
The Cobalt rides on a MacPherson strut front suspension and a semi-independent, torsion beam rear suspension. Front and rear stabilizer bars – uncommon features for compact cars in Cobalt’s price range – are standard on all models. Suspension tuning for each model, including steering feel, spring rate and stabilizer bar diameter, is dialed in to provide distinct driving and handling characteristics.
Cobalt’s strut-type front suspension is compact yet provides long wheel travel, with 90 mm of compression travel and 87 mm of rebound, which is substantially more than most competitors and enhances overall ride and handling. Monotube rear shocks are used for a more precise road feel. L-shaped front control arms contain a forward pivot bushing, which transmits most of the cornering force, and a larger, high-damped composite rear elastomeric bushing that allows rearward movement to minimize harshness from road surface impacts. The front control arms are made from steel on the FE1 suspension and are aluminum on the FE3 and FE5 suspensions.
The direct-acting front stabilizer bar connects to each strut for precise steering response and improved cornering agility with decreased body roll. All front suspension components are mounted to a new, rigid cradle assembly comprised of four large hydroformed steel tubes and two side members that are integrally welded to front and rear cross members. The cradle is mounted to the Cobalt’s space frame at four widely spaced points.
Cobalt’s torsion beam rear suspension provides excellent ride and handling, while maximizing interior space. A hydraulic rear suspension bushing is employed on the FE1 suspension to improve the ride and suppress road noise. Rear wheel travel, at 126.5 mm in jounce and 68.5 mm in rebound, is longer than most vehicles in the segment.
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