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SVT Shelby GT500
Solid shifter bushing review
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<blockquote data-quote="Tob" data-source="post: 14301103" data-attributes="member: 83412"><p>The MGW is a nice piece. Beautiful machine work. But George at MGW isn't going as far as to run a solid bushing up front. He'd hear the same thing from some that had trouble with the install having to be done in some tight quarters. So he takes the slop out of the mechanism and replaces it with precision machined innards and stiffens up the bushings a bit. But not as hardcore as a solid. Normally you can't get away with that but it happens to work here, albeit with what can be a tricky install.</p><p></p><p>Taking the slop out of the mechanism isn't easy, I readily admit that. But you got it done and if you did it again I'd bet you'd be able to do it faster. </p><p></p><p></p><p></p><p>I've spent some time dimensioning, sketching, and rendering a shifter stub and fulcrum that would tighten up the factory shifter architecture even more. The arms aren't the issue (contrary to the intarweb). With solid front bushings and high durometer KR rear bushing, the remaining weakness lies in the factory stub and plastic fulcrum. But that can be removed from the stock piece and replaced with a spherical bearing. Here's a stub that can be rotated 90* (so that it would fit either a '07-'09 or a '10-'14) and that utilizes the KR ratio...</p><p></p><p>[ATTACH=full]590150[/ATTACH]</p><p></p><p></p><p>The stub/bearing are restrained by a machined cup that bolts in place of the plastic piece that was originally riveted. A view from behind...</p><p></p><p>[ATTACH=full]590151[/ATTACH]</p><p></p><p></p><p>External snap ring retains the high misalignment bearing...</p><p></p><p>[ATTACH=full]590152[/ATTACH]</p><p></p><p></p><p>Internal snap ring underneath. Bottom stub fitting utilizes oil lubricated bronze bushings, similar to OE but thicker...</p><p></p><p>[ATTACH=full]590153[/ATTACH]</p></blockquote><p></p>
[QUOTE="Tob, post: 14301103, member: 83412"] The MGW is a nice piece. Beautiful machine work. But George at MGW isn't going as far as to run a solid bushing up front. He'd hear the same thing from some that had trouble with the install having to be done in some tight quarters. So he takes the slop out of the mechanism and replaces it with precision machined innards and stiffens up the bushings a bit. But not as hardcore as a solid. Normally you can't get away with that but it happens to work here, albeit with what can be a tricky install. Taking the slop out of the mechanism isn't easy, I readily admit that. But you got it done and if you did it again I'd bet you'd be able to do it faster. I've spent some time dimensioning, sketching, and rendering a shifter stub and fulcrum that would tighten up the factory shifter architecture even more. The arms aren't the issue (contrary to the intarweb). With solid front bushings and high durometer KR rear bushing, the remaining weakness lies in the factory stub and plastic fulcrum. But that can be removed from the stock piece and replaced with a spherical bearing. Here's a stub that can be rotated 90* (so that it would fit either a '07-'09 or a '10-'14) and that utilizes the KR ratio... [ATTACH=full]590150[/ATTACH] The stub/bearing are restrained by a machined cup that bolts in place of the plastic piece that was originally riveted. A view from behind... [ATTACH=full]590151[/ATTACH] External snap ring retains the high misalignment bearing... [ATTACH=full]590152[/ATTACH] Internal snap ring underneath. Bottom stub fitting utilizes oil lubricated bronze bushings, similar to OE but thicker... [ATTACH=full]590153[/ATTACH] [/QUOTE]
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Solid shifter bushing review
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