Tom Wilson
December 1, 2000

Step By Step

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At the axle end, the Edelbrock shocks use a heavy rubber bellows to protect the piston rod and seal from dirt, moisture, and small debris. This is important, as the piston rod is now hanging down close to the ground, rather than hiding up in a cavity in the hatchback area. This end also uses urethane bushings.
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Laying the SN-95–spec Edelbrocks next to our Fox-specific struts clearly shows the difference in mounting height. Edelbrock says the longer stroke in its shocks allows the SN-95 spec strut to work in a Fox chassis.
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What looks like a huge-diameter piston in the front struts is actually the reservoir end. The piston rod is hidden inside the dark metal housing at the spindle-end of the strut.
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Edelbrock’s shocks use a small bronze weight in the inertia valve to activate its fancy rebound-valving strategy. The weight is simply much heavier than the rest of the valve, so it doesn’t react as quickly to sharp extensions of the shock. This opens the inertia valve to radically lower the rebound dampening rate and let the wheel fall into a depression instead of having the entire corner of the car fall down. This feature makes the Edelbrocks directional, hence the sticker.
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Edelbrock’s rear shocks are conventional looking, except they mount upside down. This is the upper end of the shock showing its firm polyurethane bushings, which offer a bit quicker response than Ford’s rubber units. We haven’t heard a peep from these bushings either, and probably won’t as they hardly move relative to their metal mountings as in a suspension bushing.

Edelbrock has released its Mustang damper—but labeled only for SN-95 cars. Would it also fit the more numerous ’93-and-earlier Fox-chassis cars? “Absolutely,” Edelbrock spokesman John Sullivan says. We protested that our test shocks came in boxes labeled for ’94-and-later Mustangs. “We’re changing the catalog” was the reply. So on went the shocks—a mindlessly easy task for a Mustang wrench, although some method of safely supporting the car and controlling the energy in the front springs is needed. While there are obvious differences in mounting height between Fox and SN-95 shocks (Fox shocks are shorter), Edelbrock says its dampers have a slightly longer travel to accommodate this. In any case, our ’91 5.0 LX is nearly stone stock, so we weren’t worried about bottoming or topping out the shock. Edelbrock says it has even tried its shocks and struts on a lowered Fox with good results, so who were we to argue?

Horse Sense: The tricks in Edelbrock’s shock valving were first proven in Formula One and Paris-Dakar rally-raid cars.