According to FOX, the new FOX FLOAT X2 shock is the first monotube MTB shock that allows for external adjustments to both the high- and low-speed rebound and compression circuits. To achieve this, the American suspension guru redeveloped the X2 and DHX2 from the ground up, with the simpler design aiming to improve durability without compromising performance. How this is supposed to work – and whether FOX’s new gravity shocks deliver on their promise – you’ll find out in our test.
The FOX FLOAT X2 shock is one of the most popular and widely-used shocks on the market, though it got a bad reputation due to poor durability over the past few years. Now, with the new FLOAT X2 and DHX2, FOX aren’t introducing just a revamped version of the previous model but two entirely new shocks – both of which are promising to deliver top performance without durability issues. To achieve this, FOX’s engineers scrapped the previous TwinTube system – which can be found on the current X2 and DHX2 – and built the latest models around the widely used monotube system. Nevertheless, they found a way to retain the wide adjustability options for both the high- and low-speed rebound and compression circuits – the so-called 4-way adjuster – something no other monotube shock on the market currently offers.
What’s new about the 2026 FOX FLOAT X2 shock?
The chassis, which is now slightly more rounded and features a transverse piggyback reservoir, is perhaps the most obvious innovation. Nevertheless, the new FLOAT X2 is still distinctly recognizable as a FOX X2 shock. However, the real innovation happens inside the shock, where the new monotube design presented several challenges to FOX’s engineers. But be warned – things are about to get a bit more complex – again…
The biggest difference between a twin-tube and a monotube damper is the way the oil flows through the shock. In a twin-tube system, the oil essentially has two paths to move from one side of the piston to the other when the shock compresses or extends. It can pass through the piston’s internal valves or through an additional circuit – which houses both the compression and rebound damping – to change sides. The monotube design forgoes the extra circuit, and the main volume of displaced oil has to make its way through the piston itself. This has both advantages and disadvantages. The key benefit of a monotube shock is that the oil travels a significantly shorter distance, with the piston essentially moving through static oil. Only a small portion of the oil runs through the compression damper in the new X2 shock and, when the shock extends, is pushed back into the area above the piston. This means that the main damping effect occurs directly in the main piston.
In the damping unit – through which now only a small portion of the oil flows – there is a bigger main shim in combination with several smaller shims, which allows manufacturers to fine-tune the shock post-production. All these changes are intended to prevent both the dynamic effects of cavitation and oil foaming, which can occur in a monotube system, and to ensure the same outstanding level of performance as FOX’s new GRIP X2 fork damper, which follows the same principle.
One disadvantage of the monotube system is the lack of a second circuit that FOX previously used to implement their 4-way adjuster. However, FOX now seem to have found a solution to this challenge too. Like in most shocks, the low-speed rebound adjustment is controlled by a needle that moves into a bore. The high-speed rebound adjustment, however, now functions via a combination of a cam and gears, which can both rotate the rebound shaft – for the high-speed adjustment – and move it axially – for the low-speed adjustment. The rotation also actuates FOX’s well-known VVC plate (Variable Valve Control), which is responsible for high-speed rebound. This means that even with the monotube design, now you can adjust both rebound circuits externally.
Since the second circuit of the twin-tube design has been eliminated, there was also room to increase the main shaft diameter from 9.5 mm to 12.7 mm. This was necessary as well, because a monotube design requires a larger piston shaft – only the oil volume displaced by the shaft flows through the compression unit. The larger piston shaft is also intended to improve stability and durability.
What’s new about the 2026 FOX FLOAT DHX2 shock
The new FOX FLOAT DHX2 shock also adopts a monotube design, and bears the same innovations as the new FOX FLOAT X2 – except that it uses a coil spring rather than an air chamber ;). The DHX2 coil shock is around 200 grams heavier – including the spring – than the new X2 air shock. As usual, there will also be Performance models that do without the fancy Kashima coating and, depending on the model, some adjustment features, as well as versions for downhill bikes without a climb switch.
Models and prices of the new 2026 FOX shocks
The new FOX FLOAT X2 and DHX2 shocks are available in all common sizes and with both eyelet and trunnion mounts. The stroke of the X2 air shock ranges from 50 to 75 mm, which makes it suitable for all common trail, enduro, and downhill bikes. Our 210×55 mm model weighs in at 729 grams. For comparison’s sake, both the RockShox Vivid Air and the previous X2 weigh around 650 grams. The new FOX FLOAT X2 shock retails between € 939 and € 989, while prices for the new FOX FLOAT DHX2 range between € 909 and € 959.
The new 2026 FOX FLOAT X2 shock on test
We were able to test the new FOX FLOAT X2 shock over several months on two very different bikes. For trail riding, we used a Specialized Stumpjumper 15, while for tougher enduro sessions, we rode the new Pivot Firebird. We run both shocks with 30% SAG, and after approximately 30 hours of use, neither of them has had issues or developed unpleasant noises. So far, so good.
Compression settings still require a 3 mm and 6 mm Allen key, both of which are included in any standard multitool. However, rebound adjustment is now tool-free, and both dials can be turned easily by hand with clearly defined clicks. You have 16 clicks for both low-speed, and 8 clicks for both high-speed adjustments. Volume spacers can still be installed, though the older, slightly larger spacers are not compatible with the new X2 shock.
Of course, the new FOX FLOAT X2 shock also features a platform damping lever, which – depending on the bike – is positioned within easy reach. The breakaway force when the platform is activated is well tuned and effectively absorbs bigger impacts and roots by opening up the shock.
Downhill performance remains at a very high level, and we also noticed clearly distinguishable differences between the various settings – in both the compression and rebound ranges. Additionally, the range of tuning options, especially for rebound, is well chosen, making it possible for both very heavy and very light riders to adjust the X2 to their weight while still having some room for fine-tuning. The new FOX FLOAT X2 also offers excellent mid-stroke support and encourages an active riding style, inviting you to pump hard on the trail. The only drawback: small-bump sensitivity has slightly decreased compared to its predecessor, especially under braking and over very small roots.
Conclusions about the new 2026 FOX FLOAT X2 shock
The new models – the FOX FLOAT X2 and FOX FLOAT DHX2 – have been redesigned from the ground up. The simplified monotube design forms the new foundation without sacrificing the broad adjustability of FOX’s Factory-level shocks. The X2 continues to deliver high performance on the trail, promises to allow for a longer service life, and enables easier tuning thanks to its new construction.
Tops
- Simple design, highly adjustable
- Strong trail performance
Flops
- Expensive
For more information, visit FOX’s website.
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Words & Photos: Peter Walker
