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Another thought on when they are needed. Look at the math for a basically modified street car on stickys that hooks, even running 14.0s.

3.91 gears, 3,000 stall converter, mild 440 ,450 ft lbs torque at stall speed, no spin.
Torque x converter torque multiplication, times trans ratio times rear gear for the torque at the hit.
450 x 2 = 900 x 2.45 first ratio =2205 ft lbs x 3.91 rear gear = 8621 ft lbs of torque working to hurt your chassis! Now take the spring front segment length to figure force on the spring hangers.
8621 divided by 20 inch times 12 inch = 5173 ft lbs load, divided by two hangers, or 2586 lbs of force on each hanger.
It may only last the first two feet, but that is where max torque to the tires will be.

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Pretty safe bet that if you could measure the loads at the front spring hangers your numbers would be way off - the right side would be much higher than the left due to torque trying to rotate the housing and pick the right tire up.
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And food for thought - if frame connectors are so effective, why didn't the factory use them instead of torque boxes that tie the sub-frames to the rocker boxes? You see a lot of factory installed (on all makes) torque boxes on high H/P cars and convertibles, but rarely (if ever) do you see factory installed sub-frame connectors. Personally I don't bother with sub-frame connectors unless I also tie the rockers in too.