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Where to begin...
The eR3 is going to allow a hybrid of control while still allowing the improvement brought by the eR1. The Nitron valving (most systems are built this way) is biased to rebound forces for control. It has an effect on compression, but the pressure differential across the piston on compression is so much smaller that it is less determinant of the behavior when the same orifice is shared for both directions. You can then add compression forces at the track with the eR3 which can give the response you want from the car. That damping force will remain no matter what the EDC decides to do. Ideally, you can also remove this extra force when not needed say for a pothole ridden street and not have any of the bad behavior associated with always having those compression forces at the piston and dealing with whatever the EDC decides to do with them. Compression input is a broad spectrum and a wild card of road inputs where rebound inputs are based only on the stored energy in the system and inertias. That is why lower compression forces are typically used in road vehicles, so nothing out of control happens while biasing for lower damper speed control. Regressive valving was an attempt to have the cake and eat it too in oval racing, but it is track specific. Getting off topic.
You do not need shaker rigs to characterize damper responses with modern EMA dynos. Electromagnetically actuated dynos are designed to replay a response of any kind within the power it is capable of using to do so. These machines can produce terrifying reactions to input to a shock. This is a very wide range of responses and data can be fed into the software to generate those same responses. **Nitron has one of these machines.** They also use them for noise testing and more advanced damper testing.
Shaker rigs are utilized for more deep pocketed clients with experience utilizing that info. Nitron has done this at the Lola facility, but it is too specific to be applied very widely unless you test all those scenarios. Nitron systems have a breadth of applicable spring rates and vehicle weights it will work with and most good shock builders and manufacturers are able to specify this well. Inertia Lab has had a few requests to take a car to a shaker rig, but upon learning it costs at least 5k+ for a 4-post per 8hr day including setup time (hrs) plus amenities, work space for shock modification etc it is usually dropped by the customer. 7-posts are much more and hrs of day1 is setup. You better go with an educated plan and know how to extract what you need to. It is not somewhere you show up and assume it will spit out some ideal solution. Typically 7-posts are used in conjunction with aeromap data, tire data, at least one team engineer and an eye for compromises and rational windows of performance.
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