Moreover, the plastic and rubber construction flexes excessively which causes spongy gear engagement, especially on older turbos. As these bushings require loose tolerances and free play to prevent binding up, they generate sloppy shifter feel. Lackluster shifting performance on a stock turbo can be attributed to the worn plastic bushings and pivot connections utilized in the shifter assembly. Purchase price includes 1 shaft, 1 knob, and mounting hardware. The Classic Shift Knob is designed to work with the OEM shifter – some aftermarket shifters may require minor modification for proper fitment, please contact us for details. NOTE: Fitment is for Manual Transmission vehicles only. Shift pattern engraving and custom paint in the engraving is also offered for an added OEM look. Delrin – impervious to extreme temperatures, the lower weight of this knob yields faster shifts Aluminum – machined from a solid billet and anodized, this knob offers added weight for confident shiftsĢ. The knob threads onto the aluminum base shaft, and is available in 2 materials:ġ. The shaft is designed specifically to fit Porsche’s rectangular shifter, attaching securely via high-hold set screws, and allows for seamless integration of the OEM shift boot. The 2 inch diameter knob fits firmly in the palm, with the circumferential cutout providing dexterity and enhancing grip. The Shift Knobs are machined from solid billet aluminum or Delrin to ensure that all shifting effort is transferred to the shifter. The factory shift knob is often overlooked as a source of sloppiness, but it shouldn’t be – comprised of rubber and plastic, the OEM knob separates and numbs the driver from the mechanicals. Occasionally previous owners with failed OEM trans mounts replaced them with 997 bushings, which is different than the 996 turbo bushing.Į) The OEM bushing is shown for illustrative purposes only and is not included with the Transmission Mount Insert The inserts serve as a supplement to a good bushing.ī) In some cases of extreme bushing sagging, a vise or C-clamp with adequate silicone based lubrication will aid in installation of the inserts.Ĭ) The 996 series bushings have a tendency to distort and sag over time.ĭ) For 996 GT and Turbo applications, please make sure that you are ordering the correct insert for your transmission mount. SOFT (60A) – for added performance and to preserve the OEM bushingĪ) Although the inserts help prevent OEM bushing from tearing, if the bushing is already torn, it will need to be replaced. HP STREET (70A) – for tuned and sport-oriented high performance street carsģ. TRACK (80A) – for optimized performance on track and race-carsĢ. Removing the stock transmission mount bushing is NOT necessary.ġ. Installation can be completed with basic hand tools in about an hour. Handling is taut and predictable power delivery is smooth gear changes are crisp. These durable urethane inserts simply slide in to fill and fortify the empty voids of the OEM mount, preventing premature bushing wear and undesirable transmission movement with minimal added noise and vibration. Race cars utilize a solid metal mount, which is impractical for street use as it transfers excessive noise and vibration into the cabin. The empty voids allow for too much transmission movement, resulting in sloppy handling, numbed responsiveness, and imprecise shifting. The OEM transmission mount was designed for ride comfort and is prone to sagging and tearing – and is detriment to performance. NOTE: Installation is not reversible, as the OEM cable end internals are cut out to install the new cable ends.ĩ96 & 997 – Turbo / Carrera 4S / GT2 / GT3 This upgrade is an excellent accompaniment to our SHIFT-RIGHT Solution ball bearing shifter kit to deliver the ultimate in shifting performance and reliability. The existing cables do not have to come out for the install, so the entire process can be done from below the car. Installation is simple – just snip out the OEM shifter cable end internals and bolt in the upgraded units. The result is excellent shift feel, precision and control with no added NVH and no chance for the cable ends to pop off. This replaces the rubber and plastic internals of the OEM shifter cable ends with tight tolerance aluminum and Delrin components. From a safety and reliability standpoint – the plastic snap-on cups wear out over time and split, causing the cable to pop off the transmission. The resultant sloppy gear engagement leaves the driver questioning if the desired gear is fully engaged and leads to over-extension and stressing of the cables as the shift lever is pulled beyond the limit. These soak up your effort and numb the feedback and directness required for optimal shifting performance. The OEM shifter cables use large rubber ends to isolate the shifter from the transmission.
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