10. With the axle and suspension fully compressed, Dustin began taking measurements to determine what size of rear shock would work. It is very important to check both extended and compressed lengths prior to ordering new shocks for a custom application like this. An incorrect shock can destroy itself very quickly in the dirt. | 
11. We opted for a pair of 500-series Walker Evans Racing shocks to replace the old Teraflex VSS twin-tubes. The Walker shocks feature 2-inch aluminum bodies, 9-inch-long remote reservoirs, 5/8-inch nitrite-coated shafts, and a 16-way compression adjustment knob. These shocks are not your average off-the-shelf emulsion shocks, but are designed to give consumers ride tunability as well as improved performance for higher speeds where excessive heat would fade out regular shocks. | 
12. Billet adjuster knobs are located on the end of each remote reservoir. These provide end-users with 16 levels of custom-tuned compression damping. We like the way Walker includes sweet billet-aluminum piggyback reservoir brackets to make mounting each reservoir a snap. Our shocks were designed to stroke 14 inches total. Other shorter lengths are also available. Walker Evans Racing recommends using heavy-duty bar-pins for some applications. |
13. Taller tires require lower gearing. So we decided to install 5.13:1 gears to help bring Teal's off-the-line acceleration back to normal. And yes, we did consider the decrease in strength associated with such a low numerical ratio. Our logic is this: with Prorock 60s front and rear, plus an automatic transmission, we don't expect to have gear failure with 40-inch tires. We'll see how it goes. Everyone knows that heavier tires rob power-there's no getting around that-but with proper gearing, you can usually find a good balance between a low highway cruising rpm and acceptable acceleration. These gears came from our friends at Randy's Ring & Pinion.
14. Randy's also hooked us up with the master install kits you see here. These are a must-have whenever you go about swapping gear ratios. The kits include everything from shims to seals, bushings to bearings, all the parts you need and nothing you don't. | 
15. Once the installation was complete, we allowed several weeks for the springs to set. Then we flexed Teal Brute out with a forklift to see how well she articulated on 40s. As you can see from this photo, the hydraulic bumpstops didn't prevent flex one bit. We were very pleased with Teal Brute's flexibility. | 
16. Here you can see the total package together on the passenger side of Teal Brute as it was fully flexed out on the forklift. Once sitting level with the front, the ACOS Pros lifted the rear 2 inches over what we had before. The nice thing about this arrangement is the ability to adjust overall ride height from 1 3/4 to 3 1/4 inches. This allows you to dial in a level stance despite variables in weight distribution. JKS also makes the ACOS Pro for the front of Jeep JK, TJ, XJ, MJ, and ZJ applications. |
How's It Work?
We couldn't be more pleased with the aftermath. Two big thumbs up for ACOS Pros by JKS and Walker Evans Racing shocks. Together, they provided us with enough room to clear 40-inch rubber, and the ability to maintain control over nasty roller whoops like the ones found at Pismo State Beach. Harsh bottoming-out events are now a thing of the past, thanks to the sweet hydraulic bumpstops. On the highway, the Walker shocks provided more than enough adjustability to smooth out everything from bone-jarring expansion joints to pot holes. The 40-inch MT/Rs are definitely one of the smoothest running large-diameter tires we've ever tested. They are very quiet on pavement and, thanks to the added sidewall height, they actually provide additional damping over big bumps at lower air pressure. Ground clearance increased by about 1.5 inches, and breakover and departure angles got better too. Now all we need are some heavy-duty rock rails, and Teal Brute will be ready to take on anything.