* Afco - Yes, adjustable shocks can be very convenient in helping a race team dial in its race car but, to achieve ultimate performance, fine tuning of the shim stacks and shock resistance curves is essential.

Yes, it's a particular area we have focused a lot of design time, engineering, and testing.

* Integra - Since there is less spring force to control the motion of the body, the shocks are supplying more force to control this motion. Having adjustability in the shock definitely allows teams to better tune the chassis with these softer spring setups.

* Ohlins - The shocks are playing a big part in the new setups. Today's shocks are giving the mechanical grip that was missing before. Therefore, you don't see the setups that required high wedge and lots of bar angle to get traction.

* Pro - Yes, we have seen an increase in their usage basically for controlling the body and chassis attitude.

* QA1 - As race teams get more and more aggressive with their setup packages, certain shocks can completely compliment them. Having shocks that are revalveable is a huge advantage when working with the popular soft setups of today. These shocks allow you to valve independently, allowing the shocks to not only compliment your spring selection but also your chassis setup.

6. Can shocks be mismatched for a particular type of racing?

* Afco - For maximum performance, the shock type and the resistance curves of the shocks need to compliment the type of race car and the prevailing racing conditions.

* Integra - In general, the vehicle balance is better if all corners utilize the same style of damper. We do have circumstances, such as on an IMCA modified, where we will use a mono-tube shock on the left rear with twin-tube shocks on the remaining corners of the vehicle for additional traction.

* Ohlins - Ohlins' recommendation is that you should stick with one style of damper. Shocks are usually built as a set, so they all work off of each other.

* Pro - They can be, but probably shouldn't be.

* QA1 - Yes! We offer both monotube and twin-tube design shocks. For example, in the very popular Modified and Late Model divisions throughout the U.S., we find a lot of teams mixing and matching these shocks to hit the right setup for the track condition. It's very common to find racers running twin-tubes on the RF, LF, and RR and running a "Traction" mono-tube on the LR.

On the asphalt, you may find a straight twin-tube or mono-tube on the RR and a rebound adjustable shock on the LF and RF to help the car get through the center of the corner and LR rebound adjustable to help the car off the corner. The best thing to do when you're going to mix and match shock styles is to contact the manufacturer about possible suggestions it may have.

7. In both dirt and asphalt racing, the shock can experience extreme limits of travel and force. Which corner for each type of racing gets the most abuse and why?

* Afco - The left rear shock on many hiked-up dirt cars will get a lot of shaft travel as well as high shaft velocities which can harm the shock over time. The right front shock on many dirt cars tends to see a lot of compression travel which can bottom and possibly damage the shock.

The left front shocks on asphalt cars that use the popular Big Bar Soft Spring setup can operate at high temperatures which can cause problems.

* Integra - In Dirt Late Model racing, the right front is without question the shock that gets the most abuse. With the soft right front spring setups being used on today's Dirt Late Models, it's not out of the ordinary for the right front to be bottomed out many times during each race.