Well, still on a single 8100 with Eibach on the other side. If I don't get the other before we leave for Ouray in July, I will have to pull it and put back the Eibach. It does not really matter for Ouray but the extra 1" of down travel would be nice.

Around town with 8100 and Eibach, I can tell the difference between fully open and fully close bypasses even though the 8100 being diagonally from my seat does not help. At fully open, my 14 yo sitting rear driver and then rear pax said he bounces a lot less on the 8100 side than on the Eibach side going over big speed bumps. Which makes sense. I don't feel that corner at all when it is fully open over said bumps.

The Eibach has an annoying loss of control over bumps at 25-30 while doing better at 40. The Icon was always planted like a sports car. Obviously, the 8100 can be set in different ways but it is hard to tell conclusively with a mixed setup for now.

In terms of adjustments. Well, it is a race shock on a family wagon. The only way to not go nuts is to use a hex into an adaptor on a 1/4 in drive flexible head ratcheting STUBBY wrench. This makes the compression adjustments like 6 moves per 1 full turn. Still have to get on the ground of course. For the rebound, it is impossible to do without lifting the vehicle from the slider. Then the movements are like half the size of those for compression because of the location of the rebound adj tread between the frame and the hose. So trying to go full open to full close would take more than 100 moves which would be "interesting" without a ratchet.

Thankfully, from what I am learning so far, one does not play that much with rebound. The Bilstein rec for corrugations and what I see from racers providing advice for trail riding, it is good to start with minimum compression and neutral rebound for trails or corrugations. Then for higher speed desert compression goes to medium as a start and rebound can go up a little but it is a small adjustment.

Only dunes or in my case cinder hills may require full compression and I am not sure what rebound would work best there but that's a minor thing for me.

It is certain that the 8000-series is more capable than the platform itself; Bilstein saw that first hand in testing. They were never able to seriously push the shocks.

I can get the performance I need from lesser shocks. I go at a nice pace but that's NOT racing. However, I wanted position sensitive shocks chiefly for the comfort over rough stuff between 10 and 30 mph. And I did not want to use de-valved Fox or Kings for that. I wanted a fully capable shock, both ways. And I also wanted something that has a good front option for me down the road. The Fox 2.5 DSC at over 2000 is completely insane for just a regular shock. The 8112 would be good for me though for now I have no reason to move on from the 6112 on 650. Sure, it is over-sprung (probably 600lb spring would be best) but it is paid for and should have another 40-50k in it.

If I can get a 600 King spring set at a good price, I would try it on the 6112 just for the sake of experimentation. Bilstein has no 600lb spring. The standard 550 (and it could be less actually) is way too soft while the 650 is a little too much.

EDIT: oh, and we still do not have a Baja 500 Trophy Truck winner! It has been like 60+ hours.