![]() ![]() However, if I remove every 10 pickets from the fence I can get the stick through the fence at 60 mph just as easily as if I were standing still. If I’m standing still, I can stick it between the pickets, but if I’m driving by at 60 mph, the stick may bounce off the fence. I always associate this with trying to place a stick through a picket fence while driving by that fence at 60 mph. When spinning above 6,000 rpm, the surface speed of the gear and slider can be very different in certain ratios. The matching slider that engages the gear has the same number of teeth. In a typical synchronized 4-speed, such as a Muncie, T10, Chrysler, or Ford Toploader, the transmission has 36 engagement or clutch teeth on the gear. With the newer style of metal alloys available today combined with the state-of-the-art CNC machining and 3D modeling, gear design has evolved to a level that allows for stronger horsepower capacity within a smaller configuration. Endurance events, such as NASCAR-style racing, require designs to be as light and efficient as possible. In a road-race environment, automatic design does not allow for quick ratio changes, quick tear-down, or the availability of efficient 4-, 5-, 6-, or even 7-speeds. Daytona may require a different set of ratios compared to Sebring. There are many gear ratios needed to negotiate various race tracks. You can copy and paste this link to share: It did improve things, but hasn't got rid of the tight shift.SHARE THIS ARTICLE: Please feel free to share this article on Facebook, in Forums, or with any Clubs you participate in. So I kind of cheated, I locked the shifter end first, then released the cables and took the slack out that way. The counter weight seemed a little stiff and I'm not really good with imperial measurements and being a guy I have a hard time working out what a 1/4 inch looks like My L shaped lever must be snapped as I couldn't lock it in place and I found it difficult to find that little sweet spot in the 1st/2nd gear gate. I replaced that with an OEM one at around £9 uk sterling. Oh yea, I should mention I've already tried to adjust the selector using your handy video, found a weak spot, one of the fingers of one of the cable ends disintegrated as soon as the knurled end was pulled back. I guess it's bad there with this whole VW diesel scandal Well maybe now that "silly season" or marching season is over it's better, but I'm just fed up with how our circus of a government are fighting over an alleged IRA murder and have practically stopped working leaving all our health services and stuff like that with no money, but hey, enough politics. VW did a lot right on the MK4, but the gearbox, not so much. There is side-side slop built into the selection mechanism within the gearbox, so anything outside the box (bushings, ball cup, etc) will help greatly, but you're never going to get rid of some slop. I find that if I grab the "golf club" (or the flat piece that replaces that in the Sigma), I can move it up and down while a gear is selected. I don't have any extra aluminum/McD's receipts, nor the FIGG, but that bushing looked OK at last glimpse. I have the new ball cup from the MK5 as linked above. If anything, I shift slower with it because I can feel when the gear doesn't want to engage yet, whereas before by the time that feedback came to the lever with the stock setup, I already had put too much pre-load to the rubbery cable-ends and the syncro was over-stressed.Īs for side-side slop, the DG shifter made it proportionally smaller, but it's still there. The throw-length isn't the limiting factor with the 02J, it's the syncro rings. The Sigma greatly improves the tactile feel of the shifting (no flexy rubbery bushings in flimsy plastic cable-ends, no weight to cancel feedback from the syncros), and it changes the throw of the lever to a more comfortable distance which reduces arm strain, but it won't "speed up" gear engagement. That's not a criticism of the Sigma product per se - any short shifter would have the same effect. If you shorten the throw, it becomes even easier to crunch the shift, so you have to be concious to either go extra-easy (two-fingers easy) on the lever. It must be said that I find that the 02J gearbox in general likes to grind/crunch shifts from rushing the lever (maybe I'm just extra ham-fisted?). GASDAG, Jim's (corrado_tdi) DG short shifter does allow you to feel the shift engagement more precisely. I see we really have healthy options to improve the ball cup lol! ![]()
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