Is anyone running the shocks below? I already have the front older style with Medium duty front springs and JC1B packs in the rear, stock shackle.

The other day the bar pin on my rear Driverside shock broke now my dang rearend makes a f'n banging noise whenever I hit a bump, becase the shock is floating around up in the shock tower

Found here- http://www.acmejeepparts.com/products/16091_1051.htm



Product Details

NEW CYLINDER END COMPRESSION STACK
Two extra discs added to the cylinder end compression stack.
Disc options include different thicknesses from 0.15 to 0.38mm and different diameters including 8.5, 11.0, 13.0 and 16.75mm.
By using different diameter discs the mid range can be further divided and fine tuned as a multistage compression stack. Advantages
Extra discs allow for a more compliant stack that translates to a less harsh, more rounded feel.
Multistaging the mid range allows creation of a softer, more compliant primary stage and a heavier second stage to control the big hits.
NEW TEN DISC REBOUND STACK Rebound controlled by oil flow over a new deflective disc stack.
Up to ten discs can be used to control rebound.
Discs range from 0.11 to 0.51mm in thickness and 14 to 30mm in diameter.
Low speed control is determined by flow through the bleed disc aperture – with 20 options from 0.15mm2 to 2.90mm2.
As with the cylinder end, different diameter discs can be used to create multistaging within the stack. Advantages
Ten discs allow almost infinite tuning options, resulting in a refined ride for all road conditions.
Multistaging the mid range allows forgiving initial control over small road imperfections, and heavier more commanding control when demanded.
NEW TEN DISC COMPRESSION STACK Above the piston is an all new 10 disc compression stack.
The compression stack is constructed from the same components available to the rebound stack – discs from 4.5 to 20 thou in thickness and 14 to 30mm in diameter are combined with 20 bleed options from 0.15mm2 to 2.90mm2. Advantages
Ten discs on the compression side of the piston provide many tuning options and permit management of oil flow back above the piston to give a refined, comfortable and well controlled ride, particularly on change of direction.
NEW 35mm HIGH FLOW PISTON New less restricted high flow piston design.
Teflon band for reduced friction. Advantages
Less restricted design reduces heat generation and aeration that may lead to fade.
Open apertures present more uniform flow to the bleed discs and disc stacks for more consistent control.
NEW TRIPLE LIP OIL SEAL Latest evolution of dependable triple lip check valve oil seal. Advantages
Large durable seal incorporates new gas retention check valve design to virtually eliminate contaminant damage while providing outstanding gas and oil retention.
Larger section withstands greater internal pressures and higher temperatures.
NEW ROD GUIDE New larger rod guide houses the new seal, glacier bush and new slip ring. Advantage
Refined rod guide design provides greater support to the oil seal and increased reserve tube volume for oil fill and gas expansion.
NEW SLIP RING Teflon infused bronze slip ring eliminates uncontrolled bleed through the rod guide. Advantage
Tight tolerances between the rod and slip ring ensure consistent and uniform damping performance.
NEW DIRT SHIELD New High Density Polyethylene (HDPE) dirt shield Advantage
Impact Resistant – will not shatter, split or crack when subjected to offroad debris thrown up by tyres.

 

So I finally got them installed. Along with having to replace all 4 top bolts we snapped one axle stud at the thread. My buddy fished the top bolts throught the uni-body into the holes for the top and our "fix" for the stud was to weld the stock washer onto the remaining couple threads that were left. I know it's not the best and am interested what others have done but I wanted to get home to my wife and boys.

Don't be turned off by the reviews saying they're stiff, they're firm but not jarring. Its acctually nice. I have a box in the back, with some supplies say 50 lbs, it puts a little weight on the springs and improves the ride so maybe that is the difference from what others have found.

I replaced some Edelbrock IAS, made by Rincor, for stock height that I bought a year before I decided to lift. Those were a decent improvement over stock and these better those.

I only put ~60 mi on them, all street albeit many potholes outhere, and so far I couldn't have asked for better results. In a couple months, once the trails get wheelable around here, I'll post back with an offroad report.

 

Crap...i wish i saw this earlier. I read here (forgot the thread) that the OME shocks r made by Monroe. Could have saved u some $$ :/