b'GN3 TRACK-WARRIORQuik-Tune Adjustable Coil-Over Rear Shock Mounts: oThreaded Bosses Weld on Watts Link Crossmember &Choice of Steel or Come with Degreed Laser Cut Couplers to Make Aluminum Jack Welding Them On at the Proper 25 Angle EasierScrews & Jam Nuts oChoice of 6 or 8 Lengths in 6061-T6 Aluminum or SteeloQuick-&-Easy Corner Height Adjustments with a Ratchet & 1 WrenchoQuickly Adjust Ride Heights, Crossweight or Weights When Scaling Your Car oJam Nuts Lock-In Scaling & Ride Height AdjustmentsRSRT/Penske 8300 Double Adjustable Rear Shocks with Piggyback Canister: oCutting Edge Technology with Decoupled, Digressive Pistons Provides High Grip on Rough Track Surfaces by Following Track Undulations Better Than ANY Piston TechnologyoHSRB Bleed Shaft Provides a Wide Tie-Down Range WhileKeeping High Speed Valving Consistent for Bump Control oThis Allows Us to Get Mean with the Tie-Down & NotSuffer Loss of Grip Over Bumps on Rough CoursesoSeparate Compression Valving Adjuster on Canister oThe Canister & Low Nitrogen Pressure Create Grip onUneven Track Surfaces Found on All Road Courses oRon Sutton Famous Secret Sauce High Grip RearValving Utilizes Tie-Down Technology to Create MoreRear Grip on Entry under Braking & Acceleration on Exit o0-80# (0.0 - 0.1 sec) Works Best for Rough Courseso80-160# (0.10.2 sec) Works Best for Average Courses o160-240# (0.20.3 Sec) Works Best for Smooth Courses o50 Clicks Tunes the Tie-Down Force from 0# to 400#Draco Professional Racing Rear Springs:oPro Racing Teams Primary Use Only Two Spring Brands oWe Prefer Dracos use of 9000 Series Steel Spring Wire oNever Sags or Settles. Never Loses Rate. PeriodoSpring Rate Dyno Graph Sheet with EVERY Spring oVery Accurate & Linear Rates Over Long Travel oPro Racers Know Draco Springs Make a Better Handling, More Responsive & Higher Grip Race Car. Why Settle for Less?Tech Tip 31: When we run suspension strategies for lower chassis/body roll, the right way is to run a larger sway bar in the front & stiffer springs in the rear. If we were to run stiffer springs in the front, we would reduce our precious front end travel that is key to the lower CG, better downforce & other performance benefits from a high travel suspension strategy.If we were to run a stiffer sway bar in the rear, instead of stiffer springs, we would simply be picking the inside rear tire off the ground when cornering. This happens if the rear sway bar rate gets close to the spring rate. So larger bar in the front & stiffer springs in the rear it is.With stiff rear spring rates, the spring can come out of its cup in some circumstances. That causes the spring to ride on the coil-over shock threads & eat them up. Bad. Solution? Take-Up Springs & Dividers on the Rear Shocks are Included in packages that use stiffer rear springs.160'