b'TECH TIP PAGE Tech Tip 13: 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 hydraulic resistance that adds to the spring rate, slowing down the rate of compression on that corner of the car. For conversation sake, lets say we have two cars, one with 900# front springs expecting to dive 1 inch under hard braking.The second car with 300# springs expecting to dive 3 inches under hard braking. If our front shock compression valing provides 50-100# hydraulic resistance, all we were doing is slowing down 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 corner of 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 spring energy 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 (on each side) wants to pop the front end of the car up instantly. 50-100# hydraulic resistance wouldnt do much to slow that spring boing!LOL We need much more rebound resistance in the shocks to control higher rate springs, as well as the ability to adjust this rebound resistance.Now you should realize WHY the rebound valving of the shocksand having a wide adjustable range on the rebound valvingis so important. The shocks rebound valving is the only thing controlling the spring rate coming back up. This is why shock rebound adjustability takes priority over compression adjustability.Being able to adjust the compression valving over a wide range is valuable, but not as valuable as the rebound adjustability. For this reason, double adjustable shocks are not twice as good for tuningas 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. The front rebound valving rate is how we create more front tire grip mid-cornerthe key to carrying 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 the front end has dived under braking.But if we get greedy & dial in too much rear rebound valving rate, the rear tires will literally lift 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.67'