AST 5200 2-Way Coilovers Explained
AST, family by family
A 5200 costs a good deal more than a 5100 Clubracing for the same car: on our listings the typical step is £1,596.
What that buys is a compression adjuster on a remote reservoir, and the argument in the showroom is always the same one. Cameron asks whether you will actually turn it. Garreth asks whether the car ever runs in the wet, on different tyres, or on a bumpy circuit, because those are the days a 1-way leaves you stuck with one compression setting that was right somewhere else. They are both right, and which one wins depends on the car.
This is the 5200 in detail: how it is built, what the two adjusters do and where to start them, the cars it covers, and how it compares with the 5300 and the MOTON 2-Way.
- Rebound and compression, adjusted separately
- Rebound on the piston rod, 12 positions
- Compression on top of a remote reservoir
- Inverted on strut cars, non-inverted on double wishbone cars
- Springs, reservoirs and top mounts included where applicable
- AST starts you at rebound 6, compression 4 from fully clockwise
- Upgradeable to 5300 and re-valvable on request
How the 5200 is built
The 5200 is a high pressure monotube damper, and on MacPherson strut cars it is inverted, a 44.5mm strut with the rod inside; on double wishbone cars it is non-inverted, which is AST's rule across the whole range.
AST lists aluminium threaded bodies in the factory mounting style, synthetic damper fluid, spherical bearings in the lower eyes and spherical upper mount assemblies. The reservoir sits on a hose on almost every kit. AST mentions a piggyback reservoir, mounted on the damper body, on a few rears, with the 2008 Impreza STI and E36 as its examples.
Springs are included, with custom rates available, and so are camber-adjustable front and solid rear top mounts where the car allows.
The two adjusters and where to start
| Adjuster | Where it is | Positions | Direction | AST start setting |
|---|---|---|---|---|
| Rebound | Top of the piston rod | 12 | Towards plus firms it | 6 |
| Compression | Top of the reservoir | 11 in the manual, 12 in the brochure | Clockwise softens | 4 clicks from fully clockwise |
From AST's 5200 manual and 2016 brochure. The same start settings apply front and rear.
AST’s own documents disagree by one click on compression, which is why the table gives both. Count yours from fully clockwise the first time you set it and you will know.
The detail that makes a 2-way usable is separation. AST builds a one way valve into the 5200 so that changing rebound does not bleed into the compression side. Change one and only that one moves, which is what lets you work out what the car is telling you.
Car pushes on turn in
Compression is what resists the roll as you turn in. It is the adjuster to look at when the front washes out on entry.
Bumpy circuit
Softer compression lets the wheel follow the surface. A 1-way cannot change it; a 2-way can, between sessions.
Change one thing
Move one adjuster one or two clicks, drive it, write it down. It is the only way the second adjuster pays for itself.
Which cars it covers
114 listings from £3,360 to £7,728. BMW and Porsche are the deepest, then the Japanese cars. A few makes are here and in the 5300 only, with no 5100 at all: TVR’s Chimaera, Cerbera, Tuscan and Sagaris, and the Donkervoort D8 GTO.
| Make | Listings | Chassis on our listings |
|---|---|---|
| BMW | 23 | F87, F20, F21, F22, F30, G80, G81, G82, G83, G87, F80, F82 and more |
| Porsche | 13 | 718, 981, 996, 997, 987, 986, 944, 968, 964, 993 |
| Honda | 11 | FL5, CL7, CL9, FK8, FK2, NA 1, NA 2, FN2, FD2, EP3, DC5, AP1 and more |
| Renault | 8 | CN, B9, BR, BH, DZ, BM, BB |
| Subaru | 7 | Z10, ZD8, VA, GE, GH, GR, GV, GD, GG, GC |
| Ford | 7 | DYB_, S550, JA8, DA_, JD3, JH1 |
| Lotus | 6 | 131, S3, S2, S1 |
| Toyota | 5 | A90, GZEA14, GXPA16, JZZ30/31, UZZ30/31/32, A80, ZN8, ZN6 |
| Nissan | 5 | BNR32, Z34, Z33, S14, S15, S13 |
| Mini | 5 | F54, F60, F56, F55, F57, R55, R57, R58, R56, R59, R50, R53 |
| Audi | 4 | 8V, 8Y, FV / 8S, 8P1, 42, 8J |
| Volkswagen | 4 | 5G, CD1, 1K, 1G, 1H, 1K1, 5K |
| TVR | 4 | Tuscan, Sagaris, Cerbera, Chimaera |
| Mitsubishi | 4 | CZ4A, CT9A, CN9A, CP9A |
| Mazda | 3 | ND, NB, NA, NC, FE |
| SEAT | 2 | 5F, 1P, 5P |
| Lexus | 1 | JZZ31, UZZ30 |
| Skoda | 1 | 1Z |
| Peugeot | 1 | A9 |
| Vauxhall/Opel | 1 | E01 |
| Mercedes | 1 | W204 |
| Fiat/Abarth | 1 | 348_ |
| Hyundai | 1 | PD, JS |
| Acura | 1 | DC5 |
| Donkervoort | 1 | D8 |
Every make in the 5200 range. The full list is on the AST 5200 category page.
5200, 5300 or MOTON 2-Way
Every 5200 on our list has a 5300 for the same cars. On 82 of the 114 pairs the 5300 is £312 more, and that buys compression split into low speed and high speed. The AST 5100 guide covers the step below.
The MOTON 2-Way is the other comparison, and there it depends on the car. Across the 49 cars both brands cover, the MOTON typically costs £324 more, and on some it is cheaper. MOTON gives 15 clicks on both adjusters, non-inverted, and a blow off valve system in the reservoir; the 5200 gives 12 of rebound and an inverted strut on MacPherson cars.
Garreth’s rule for the 5300 question is who will set the car up. A driver on their own, doing trackdays, gets more from a 5200 they understand. A team with a notebook gets more from a 5300.
Notes our 5200 listings carry
- Body work. 18 listings note body or strut tower changes, for the front top mounts, for extra camber, or to fit the reservoirs
- Rear knob extender. 5 listings include a rear adjust knob extender that needs a 12.5mm hole drilling
- Quick disconnects. 22 listings have quick disconnect couplings; connect them all before the car comes down
- EDC, 3 bolt and 5 bolt. The usual BMW notes apply: EDC delete kit separately, and the kit follows the top mount pattern
- Original hubs. A couple of kits need your original hubs before they are built
- Reservoir mounting. Somewhere solid for each canister, clear of heat and moving parts; AST sells 47mm and 52mm brackets
Fitting
No spring preload on arrival. Set it with the car in the air, keep 5mm clearance to the tyre, route the hoses away from the exhaust and anything that moves, and align the car once it has settled.
Servicing
Rebuildable and re-valvable on request. AST agrees intervals by use; the UK service centre is Racesport, near Brackley. 24 month warranty.
Common questions
Can I drive a 5200 on the road?
AST describes it as engineered for track use but perfectly usable every day, and a softer compression setting is the easiest way to make it comfortable on the road.
Is the 5200 inverted?
On MacPherson strut cars, yes, and on double wishbone cars AST builds it non-inverted.
How many clicks of compression does it have?
AST’s manual says 11 and its brochure says 12, so count from fully clockwise when you first set it.
Can a 5200 be upgraded to a 5300?
AST lists the upgrade as an option, so ask us about your kit before planning on it.
Do I have to mount the reservoirs myself?
Yes, as part of the fit. They sit on hoses, so there is freedom in where they go; AST sells brackets if the car needs them.
Who should buy one
Cameron would sell a 5200 to anybody doing a full season of trackdays on more than one circuit, because different surfaces are exactly where a compression adjuster earns its place.
Garreth goes further and would put one on a road car too, if the owner likes to tinker. Where they agree is the driver who wants to fit it and forget it. That driver is better off with a 5100 Clubracing and the difference spent on tyres.
The AST range guide puts all three families side by side, and the MOTON Clubracer guide covers the reservoir-free alternative. Send us the registration and we will find your part number.
Manufacturer reference: AST x MOTON motorsport range. Shop the AST 5200 range.
The rest of the AST and MOTON series: AST Suspension explained, MOTON Suspension explained, AST 5100 explained, MOTON 1-Way Clubracer explained.
Tell us the car and we will check the listing notes on body work, reservoir mounting and quick disconnects with you first.
Tell us the car, the tyres and how often it sees a track. We will say honestly whether a 5200 earns its money on your car, and check the reservoir mounting and any body work first.
