b'TECH TIP PAGETech Tip 53: Shock rebound adjustability takes priority over compression adjustability. Why? Simple. On compression the spring rate & shock compression valving are working together.On rebound the spring rate & rebound vavling are opposing each other.On compression the shock valving is providing some hydraulic resistance that adds to thespring rate, slowing down the rate of compression on that corner of the car. For conversationsake, lets say we have two cars, one with 900# front springs expecting to dive 1 inch underhard braking.The second car with 300# springs expecting to dive 3 inches under hard braking. If our frontshock compression valing provides 50-100# hydraulic resistance, all we were doing is slowingdown the rate of compression of that 900# or 300# spring.But on rebound, the shock valving is the ONLY thing slowing the lift (rebound) of that cornerof the car. Some racers describe it as the shock & spring are fighting each other in rebound.Again, for example sake, lets utilize those same two cars. Both have 900# of stored springenergy in full dive under hard brakingjust waiting for the driver to release the brakes.Once the driver releases the brakes that 900# of stored energy from the compressed spring (oneach side) wants to pop the front end of the car up instantly. 50-100# hydraulic resistancewouldnt do much to slow that spring boing!LOLWe need much more rebound resistance& the ability to adjust the rebound resistance.Now you should realize WHY the rebound valving of the shocksand having a wideadjustable range on the rebound valvingis so important. The shocks rebound valving is theonly thing controlling the spring rate coming back up. This is why shock rebound adjustabilitytakes priority over compression adjustability. Being able to adjust the compression valving over a wide range is valuable, but not as valuableas the rebound adjustability. For this reason, double adjustable shocks are not twice as good fortuningas long as our single adjustable shocks are rebound adjustable.Another key thing to know is increasing the rebound valving is how we create more grip. Thefront rebound valving rate is how we create more front tire grip mid-cornerthe key tocarrying more corner speed.Shock rebound adjustability takes priority over compression adjustability in the rear as well.Increasing the rear rebound valving rate is how we create more rear tire grip on corner exit,under throttle. This additional rebound keeps the rear tires loaded longer on exit.Increased rear rebound valving rate also increases rear tire grip on corner entry under braking.It holds the rear of the car down longerkeeping load on the rear tireseven though thefront end has dived under braking.But if we get greedy & dial in too much rear rebound valving rate, the rear tires will literallylift with the chassis/body as the driver brakes hard into a corner. This unloads the rear tires,making the car loose on entry. So the goal is to run all the rear rebound valving you can,without being loose on entry.489'