1997 Jeep TJ Brute Suspension - Four Wheeler Magazine

With Teal Brute's new-found ability to soak up bumps, Feature Editor Robin Stover catches a little air at Pismo State Beach.

With Teal Brute's new-found ability to soak up bumps, Feature Editor Robin Stover catches

By now, most of you have probably noticed how our Teal-J project has been reborn into a trick AEV Brute Pickup. Fortunately for those of you who are saving up, the folks at AEV still offer the Brute conversion directly via www.brute-conversion.com or through well-known mail-order catalog Quadratec. We could go on and on about how the Brute Pickup conversion makes any plain-Jane TJ extraordinary, but this time our subject is suspension. It just so happens the guys from DC Customs of Ukiah, California, know a thing or two about setting up suspensions. And after they performed our Brute conversion, we asked if they could help fine-tune Teal's underpinnings for real-world moderate-speed trail use. The shop's owner, Dustin Chernoh, agreed to take on the project. Dustin convinced us that a larger tire would help flatten out bumps as well as make the rig look more grown-up. We agreed with his logic and concluded that a larger tire would also address a couple of Brute-specific shortcomings.

For instance, on 37-inch tires a steep break-over or sheer drop-off required some very tactful driving to avoid snags. Don't get us wrong, climbing steep ledges that might have normally made us think twice are now a cakewalk in the longer configuration. All in all, we've deduced that a slightly larger tire would in fact restore Teal to the point-and-shoot machine she once was (prior to this story, Teal rode on 37x13.50-17s). However, installing larger tires is not a simple bolt-on affair. Usually, larger meats mean more stress to drivetrain components, not to mention the stereotypical noise and ride harshness associated with aggressive treads. Bigger tires almost always require more lift and, at the very least, stronger steering and braking components. Luckily for us, Teal Brute already has 1-ton axles and a hydro-assist steering system to relieve a lot of steering stress. So basically all we needed was a little elevation change, new gears, and a suitable tire. Like many of our readers, we wanted a tire with good street manners, yet we also require durability for rocky trails. The wheels we wanted to run were 17s, so our tire choices got even slimmer. In the end, we went with the proven Goodyear MT/R in a 40-inch variant. Read along as we highlight what was necessary to stuff 40s under Teal, while at the same time improving suspension performance for higher-speed maneuvers.

1. This was the rear axle jounce bumper arrangement before we started this installation. Although adequate for slow-moving trail rigs, their capability to disperse energy simply won't cut it for the type of terrain we want to tackle.
1. This was the rear axle jounce bumper arrangement before we started this installation. A
2. Say hello to the new ACOS Pro adjustable coilover spacer with bump shocks. This kit features adjustable coil spacers packaged cleverly along with pneumatic/hydraulic bumpstops (aka air bumps). We love the idea of merging two great products into one. It makes the whole financial outlay thing easier to swallow. The kit comes with all the necessary hardware, illustrated instructions, and a set of 2-inch hydraulic bumpstops made exclusively for JKS by Radflo.
2. Say hello to the new ACOS Pro adjustable coilover spacer with bump shocks. This kit fea
3. Once the Jeep was secured on a lift, we drooped out the rear axle, which allowed us to remove the rear coil springs and shocks. Using the threaded body of the ACOS Pro by itself, we traced a line around the cup portion of the upper spring retainer. This would serve as a guideline for cutting off the domed portion of the bracket.
3. Once the Jeep was secured on a lift, we drooped out the rear axle, which allowed us to

4. This picture shows the upper spring retainer, minus the dome portion. The reason for removing this area of the bracket relates to fitment of the hydraulic bump canisters.
4. This picture shows the upper spring retainer, minus the dome portion. The reason for re
5. The next step was to C-clamp the threaded ACOS body to the upper spring retainer so that we could mark out where to drill holes.
5. The next step was to C-clamp the threaded ACOS body to the upper spring retainer so tha
6. We used a center punch to mark the exact location of each mounting hole.

7. Once the necessary landing pads were sketched out, Dustin installed the rear coil springs so that he could address any clearance issues between the hydraulic bumpstop and the coil springs at ride height. Although they looked suspiciously close to the spring when we shot this photo, Dustin assured us that once the axle traveled through its entire range of motion, the bumpstops would land perpendicular to the axlehousing.
7. Once the necessary landing pads were sketched out, Dustin installed the rear coil sprin
8. Next, Dustin plasma-torched out two round discs from a piece of 3/8-inch-thick steel plate. These would serve as landing pads for the hydraulic bumpstops to strike as the suspension reached maximum compression. Due to our custom application, we couldn't use the typical arrangement JKS suggests in the instructions because the bumps wouldn't land properly. As such, we had to figure out our own landing pads. Dustin drilled out a hole in the center of each plate where a machined Allen bolt head could be welded in place flush with the landing surface.
8. Next, Dustin plasma-torched out two round discs from a piece of 3/8-inch-thick steel pl
9. The whole setup assembled, minus the coil spring. We liked the way Dustin's landing pads package together with the new hydraulic bumpstops.
9. The whole setup assembled, minus the coil spring. We liked the way Dustin's landing pad

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.
10. With the axle and suspension fully compressed, Dustin began taking measurements to det
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.
11. We opted for a pair of 500-series Walker Evans Racing shocks to replace the old Terafl
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.
12. Billet adjuster knobs are located on the end of each remote reservoir. These provide e

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.
14. Randy's also hooked us up with the master install kits you see here. These are a must-
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.
15. Once the installation was complete, we allowed several weeks for the springs to set. T
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.
16. Here you can see the total package together on the passenger side of Teal Brute as it

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.

SOURCES
DC Customs 7-07/-463-2227 www.dccustoms.net	Randy's Ring & Pinion Everett WA 8-66/-631-0196 ringpinion.com
Goodyear Tire	Walker Evans Racing www.walkerevansracing.com
JKS Manufacturing www.jksmfg.com