If these shocks allow separate control of the amount of damping (resistance to motion) of compression and of rebound (extension), one rule is to always allow some certain amount of greater resistance to rebound than to compression. This prevents rapid motions from causing a sort of pumping or lifting of ride height, and assuming it’s best to allow less resistance to bumps than to potholes. This said, another variable is that typical semi-elliptical leaf spring packs have their own resistance to compression but tend to snap back quickly upon rebound. That means different settings with front coils and rear leafs. Too little damping is better than too much. And, like springs, how the rear reacts the fraction of a second after the front hits a bump or hole is also a factor, with different shock settings or spring rate (firmness) for springs depending on design speed. So, everything will be a compromise. I’m not a mechanic or engineer, but did deal with this on early Mustangs generations ago, had several texts on suspension design, and know that principles are the same. I expect to do a lot of trial and error if a set goes on either our F350 with a camper or the Jeep Rubicon.
