b'GM F/X AXT-STARQuik-Tune Adjustable Coil-Over Rear Shock Mounts: Choice of Steel or oThreaded Bosses Weld on Watts Link Crossmember &Aluminum Jack Come with Degreed Laser Cut Couplers to Make Screws & Jam Nuts Welding Them On at the Proper 25 Angle Easier 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/JRI Double Adjustable Rear Shocks with Canister:oCutting Edge Bleed Shaft Shock Technology Allows the JRI Shock the Widest Tie-Down Range While Keeping High Speed Valving Consistent for Better Bump Control oThe Shaft Technology Allows Us to Get Mean with theTie-Down & Not Suffer Loss of Grip Over BumpsoThe Canister & Low Nitrogen Pressure Create Grip onUneven Track Surfaces Found on Autocross & Track oRon Sutton Famous Secret Sauce High Grip RearValving Utilizes Tie-Down Technology to Create MoreRear Grip on Entry under Braking & Acceleration on Exit oYou Can Quik-Tune the Tie-Down Time with the Blue ClickStyle Adjuster Knob on the Shock Head / No Tools Needed o80 Clicks Tunes the Tie-Down Force from 0# to 400# o0-160# (0.0 - 0.2 sec) Works Best for Autocrosso80-240# (0.1 - 0.3 sec) Works Best for Road Courses oSeparate Compression Valving Adjuster on CanisterDraco Professional Racing Rear Springs:oPro Racing Teams Primary Use Only Two Spring Brands oDraco & Renton Both Make Hi-Tech Pro Racing Springs 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 oThe Common Car Guy Thinks a Spring is a SpringoBut Pro 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 sometimes. That would cause the spring to ride on the coil-over shock threads & eat them up. Take-Up Springs & Dividers on the Rear Shocks prevent this. We include them in packages that use stiffer rear springs.588'