The rear shocks needed some attention. After hard driving they were too warm, although Fox said that what we thought was too warm wasn't. We figured that it would be better to keep the shocks at close to the same temperature during use. Since the coilovers in front were barely warm after our run, we wanted the rear shocks that way too. Fox offers a 2.0 reservoir shock, so we procured two of the reservoirs along with a revalving kit that includes all the valves you need to adjust your shocks' compression and rebound damping.
Stock, the shocks came with #60 rebound and #40 compression valving. Kevin changed these to #75 rebound and #55 compression, then filled the shocks with oil, bled nitrogen, and reassembled. The shocks were then filled with 200 pounds of nitrogen using Power Tank's new shock inflator with gauge that has a no-air-loss chuck and braided high-pressure line that makes filling shocks simple and easy. He also changed the fittings on the shocks and reservoirs to 90-degree elbows and fabricated new braided lines to adapt to the fittings so the reservoirs would fit up in the wheelwell.
The Wrangler now worked very well. When you purchase high-end coilovers and shocks for your project, if they arrive valved perfectly from the factory you got lucky. Chances are you'll need to fool with the valving to get them right. Don't bolt them on and, when they don't work perfectly, remove them and tell everyone that those expensive shocks you purchased were no good. Kevin knows what he's doing and likes to adjust valving. Fox's website has some great tech pages that you can peruse and figure out if you have the ability and inclination to change your valving yourself. If you don't, Fox offers fast turnaround when you send the shocks to the company.
With the long Moab 4x4 Outpost arms on the Jeep and the travel we were now getting from the front and the rear, it turned out the 3/4-inch Heims were binding on the bushings. Kevin contacted Jack at HM Engineering and ordered 7/8-inch Heim ends and high-misalignment bushings and installed them on the arms. This almost doubled the amount of angle we were able to get and got rid of the bind when articulating. The HM Engineering parts are very high-quality and are used by many race teams when building their desert race vehicles. MasterCraft limit straps were also installed to keep the suspension from overextending. Kevin fabricated three mounting points for the straps so the limit amount can be adjusted.