b'FORD RACE-STAR AIXSubframe Connectors:o2 x 3 x 120 Wall Rectangle Tubing oThrough Floor, Weld-In Subframe Connectors oGoes All the Way from the Front OEM Subframeto 3 Tall Crossmember of the Rear Frame Rails Below Laser Notched Crossmember:o2 x 3 x .120 Thick Mild Steel Rails / Extra Wide 64 to Fit Any Body/Chassis oLaser Cut Half Moon for Driveshaft Oval / Offset to Match Engine & Driveline OffsetoCut Widths Laser Marked on Each End / Makes it Quick & Easy to Fit to Your Car oWelds In Between Your Rear Frame RailsDriveshaft Loop: o1 x 2 Mild SteeloOval Loop oComes in 2 Halves oCut & Weld to MakePerfect Height for Your Car Tech Tip 46: When you have double or triple adjustable monotube shocks, with an external canister, you need to understand the concept of hysteresis in hydraulic (shock) dampersystems. Hysteresis is lag in response of the shock. Not good. Lag time in shock response reduces how well the shock keeps the tire loaded on irregular track surfaces. All track surfaces are irregular. Youd be surprised how much. Hysteresis in nitrogen gas pressurized shocks is often caused by a differential of compression and rebound pressures. If youre not familiar, you have pistons in both the shock body & the canister, and both systems are pressurized.When the compression adjustment knob on the canister is set at 0, the compression valving isdefined by the shim stack & piston design in the shock body. At this point, we do NOT have a pressure differential between the canister & shock body. So, no hysteresis.If we increase the compression valving with the canister adjustment knob, we are creating apressure differential between the canister & shock body. This causes lag in the shocks response known as hysteresis. The more we increase the compression valving at the canister, the greater the hysteresis lag in shock response to the tracks irregularities.So why would we want double adjustable (or triple) with a compression adjuster on thecanister? About the only time we want to increase compression valving (to slow the suspension compression on that end of the car) is to decrease grip on that end of the car. So, the hysteresis side effect of reducing grip on that end of the car is at least in line with our tuning goal. Reduction of hysteresis improves response of the damper and therefore enhances grip. So, we want to run these canisters with the compression adjuster on 0 to start & only adjust them if w ere looking to reduce grip on that end of the car. If you find you need higher compression in the shock often, you need to increase your spring rate instead, and put the adjuster back to 0.1093'