Home
What's new
Latest activity
Authors
Store
Latest reviews
Search products
Forums
New posts
Search forums
What's new
New posts
New listings
New products
New profile posts
Latest activity
Members
Current visitors
New profile posts
Search profile posts
Log in
Register
Cart
Cart
Loading…
What's new
Search
Search
Search titles only
By:
New posts
Search forums
Search titles only
By:
Menu
Log in
Register
Navigation
Install the app
Install
More options
Change style
Contact us
Close Menu
Forums
Cobra Forums
2013-14 Shelby GT500
Darn 2nd gear lockout?
JavaScript is disabled. For a better experience, please enable JavaScript in your browser before proceeding.
You are using an out of date browser. It may not display this or other websites correctly.
You should upgrade or use an
alternative browser
.
Reply to thread
Message
<blockquote data-quote="Tob" data-source="post: 13375815" data-attributes="member: 83412"><p>The shifter, in stock form, closely matches the rotation of the engine/transmission under various dynamic conditions. I've studied our beloved remote shifters quite a bit both in the car and out of the car. The rear of the shifter <em>does</em> rotate when asked to. Look at a stock shifter bushing and you'll see voids cast in just for this purpose, as well as a durometer that is fairly soft.</p><p></p><p></p><p></p><p>The arms really don't flex or bend. Aftermarket shifters may give you the impression that they don't flex by their sheer size. Any movement you can get out of the shifter while mounted in the car is primarily due to the bushings and not what you perceive as weak arms from the factory.</p><p></p><p>Here's a shot of a 2013 cooling package TR6060 and standard 2013 factory remote shifter.</p><p></p><p>[ATTACH=full]496149[/ATTACH]</p><p></p><p></p><p><em>As it sits</em>, I can grab the tail of the shifter and get quite a bit of deflection at the front of the forks by moving it side to side. Fore/aft movement isn't very easy (to essentially try compress the rubber bushings in that plane) and the actuating rod (which runs from the bottom of the shifter pivot stub to the transmission) pivots as designed and doesn't bind.</p><p></p><p></p><p>[ATTACH=full]496150[/ATTACH]</p><p></p><p>[ATTACH=full]496151[/ATTACH]</p><p></p><p>With the shifter installed in the car, go ahead and grab it and try to move it. Not from in the cabin via the handle, but from underneath by grabbing the arms. Try hard. Depending on what type of bushing you have at the rear of the shifter, you'll get very little movement all. I noticed a slight difference between the poly bushing that Ford uses on their FRPP shifter versus the factory rubber bushing. Were you to make the rear bushing solid you'd get no rotation at all, not a good thing when the engine does torque over when under varying loads.</p><p></p><p>Could the factory bushings be a higher durometer? The bushings at the <strong>front</strong> forks could, absolutely. In fact a solid bushing at the front of the two arms may aid in increasing shifting actuation precision (at the expense of increased NVH). The <strong>rear</strong> bushing has to allow the shifter to rotate in concert with the engine/transmission. There is no reason for the body mount to try to win the battle and as such prevent the tail of the pivot baseplate from matching the engine /transmission as it tries to turn. Careful selection regarding stiffness at the rear juncture is rather important.</p></blockquote><p></p>
[QUOTE="Tob, post: 13375815, member: 83412"] The shifter, in stock form, closely matches the rotation of the engine/transmission under various dynamic conditions. I've studied our beloved remote shifters quite a bit both in the car and out of the car. The rear of the shifter [I]does[/I] rotate when asked to. Look at a stock shifter bushing and you'll see voids cast in just for this purpose, as well as a durometer that is fairly soft. The arms really don't flex or bend. Aftermarket shifters may give you the impression that they don't flex by their sheer size. Any movement you can get out of the shifter while mounted in the car is primarily due to the bushings and not what you perceive as weak arms from the factory. Here's a shot of a 2013 cooling package TR6060 and standard 2013 factory remote shifter. [ATTACH=full]496149[/ATTACH] [I]As it sits[/I], I can grab the tail of the shifter and get quite a bit of deflection at the front of the forks by moving it side to side. Fore/aft movement isn't very easy (to essentially try compress the rubber bushings in that plane) and the actuating rod (which runs from the bottom of the shifter pivot stub to the transmission) pivots as designed and doesn't bind. [ATTACH=full]496150[/ATTACH] [ATTACH=full]496151[/ATTACH] With the shifter installed in the car, go ahead and grab it and try to move it. Not from in the cabin via the handle, but from underneath by grabbing the arms. Try hard. Depending on what type of bushing you have at the rear of the shifter, you'll get very little movement all. I noticed a slight difference between the poly bushing that Ford uses on their FRPP shifter versus the factory rubber bushing. Were you to make the rear bushing solid you'd get no rotation at all, not a good thing when the engine does torque over when under varying loads. Could the factory bushings be a higher durometer? The bushings at the [B]front[/B] forks could, absolutely. In fact a solid bushing at the front of the two arms may aid in increasing shifting actuation precision (at the expense of increased NVH). The [B]rear[/B] bushing has to allow the shifter to rotate in concert with the engine/transmission. There is no reason for the body mount to try to win the battle and as such prevent the tail of the pivot baseplate from matching the engine /transmission as it tries to turn. Careful selection regarding stiffness at the rear juncture is rather important. [/QUOTE]
Insert quotes…
Verification
Post reply
Forums
Cobra Forums
2013-14 Shelby GT500
Darn 2nd gear lockout?
Top