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I"ve heard it also makes hair grow on your palms too. But I never heard it called shifter.
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It will make you go blind too, no wait that was something else.
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Sounds like a load of horseshit to me.
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My old 4 speed would jump out of 3rd gear and 4th sometimes. So I held the shifter just in case. Its just a nice hand rest for me...LOL
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I rest my hand on the wife's knee when I'm driving! Some times that resu;lts in a slap upside the head!
Last edited by Rudi (6/17/2015 10:46 AM)
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Rudi wrote:
I rest my hand on the wife's knee when I'm driving!
Some times that resu;lts in a slap upside the head!
LOL!
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I've heard of the fork pad wear for years, but the 5th gear shown at the bottom looks like a lot of the 5th gears I've pulled out of T5s over the years. Before we call this bunk I would offer that its pretty rare to miss 5th gear, its pretty rare to bang 5th gear, and 5th is on its own fork. I was always puzzled by why the gears would look like that. But if you figure a lot of highway miles and a hand on the shifter its a better explanation than anything I've yet been able to come up with.
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On a t5, the shifter sits directly in the shifter block, which sits directly upon a stationary shift plate and ball. The shift rail for 1-4 enter it horizontally. 5th comes nowhere near that shifter block. I can say 100% for sure at least with late model ford transmissions, resting your hand on the shifter will do nothing
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That article is right on, any trans with sliders and forks is directly connected to the shifter when a gear is engaged.
Any pressure beyond where the detents position the shift forks will cause wear on the fork, slider and coffin teeth on gear and slider.
The first sign of trouble is pooping out gear when letting off the accelerator or in the sweet spot of neither on coast or accel. Usually happens in the highest gear because that's where most time spent. 50+ years rebuilding trans
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In a T5 the 5th/reverse shift form rides lower in the main case, but is connected to the shift rail system via a fork bolted to the side of the maincase, which interfaces directly with a metal selector block on the main shift rail. All these connections are metal on metal, except the shifter sits in a hard plastic cup. There's essentially no vibration absorption in that sysetm. Therefore, if there's wear it is going to be on the weakest part of the system.
Old school transmisisons rode metal forks right on metal synchronizer hubs. Was the shift to plastic pads for NVH concerns, or to provide a sacrificial wear area on the forks? I can't say.
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