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SVT Shelby GT500
A tale of two shifters...
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<blockquote data-quote="Tob" data-source="post: 14190880" data-attributes="member: 83412"><p>I'm not looking to make them as that has a profound effect on my savings account balance. Just facilitate something that nobody else has taken on to date. Initially, yes, the durometer would be that of the KR/FRPP bushing.</p><p></p><p></p><p></p><p>You're on to something with respect to the voids having an effect on the overall "stiffness" that the bushing can provide. With a higher (than stock) durometer though, I can't foresee this specific bushing with the voids necessary to allow movement when it is necessary. They may be altered for ease of mold design however.</p><p></p><p></p><p></p><p>I agree with you regarding isolating the shifter from the body ala the T56 would be the ultimate solution. Short of that, I've looked into a supporting the existing shifter by the transmission only. However, there isn't much available room and things quickly become convoluted and a bit messy so I dropped that thought and am trying to live within the limitations of the original design but to refine it in terms of precision as much as possible. I've been running the KR/FRPP polyurethane bushings in concert with Van's solid fork bushings with nary an issue. The stiffer rear bushing is still compliant enough to allow engine torque movement yet far stiffer than the buttery-soft OEM rear bushing. Again, this is the exact combination that FRPP engineered for the TR6060 shifted Boss 302S and I've yet to hear any of those owners complain of a binding mechanism at high rpm (or at any rpm for that matter). It just plain works.<img src="data:image/gif;base64,R0lGODlhAQABAIAAAAAAAP///yH5BAEAAAAALAAAAAABAAEAAAIBRAA7" class="smilie smilie--sprite smilie--sprite1" alt=":)" title="Smile :)" loading="lazy" data-shortname=":)" /></p><p></p><p></p><p></p><p>With the car up in the air and the engine torqued over there really isn't that much movement<em> at the rear bushing interface</em>, and that's with the stock bushing.</p></blockquote><p></p>
[QUOTE="Tob, post: 14190880, member: 83412"] I'm not looking to make them as that has a profound effect on my savings account balance. Just facilitate something that nobody else has taken on to date. Initially, yes, the durometer would be that of the KR/FRPP bushing. You're on to something with respect to the voids having an effect on the overall "stiffness" that the bushing can provide. With a higher (than stock) durometer though, I can't foresee this specific bushing with the voids necessary to allow movement when it is necessary. They may be altered for ease of mold design however. I agree with you regarding isolating the shifter from the body ala the T56 would be the ultimate solution. Short of that, I've looked into a supporting the existing shifter by the transmission only. However, there isn't much available room and things quickly become convoluted and a bit messy so I dropped that thought and am trying to live within the limitations of the original design but to refine it in terms of precision as much as possible. I've been running the KR/FRPP polyurethane bushings in concert with Van's solid fork bushings with nary an issue. The stiffer rear bushing is still compliant enough to allow engine torque movement yet far stiffer than the buttery-soft OEM rear bushing. Again, this is the exact combination that FRPP engineered for the TR6060 shifted Boss 302S and I've yet to hear any of those owners complain of a binding mechanism at high rpm (or at any rpm for that matter). It just plain works.:) With the car up in the air and the engine torqued over there really isn't that much movement[I] at the rear bushing interface[/I], and that's with the stock bushing. [/QUOTE]
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A tale of two shifters...
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