Gear lever and parts

[stratosphere]

I've seen some different solutions to how to solve the connection between the gear lever and the box.
All include a lot of bars, clever levers, uniballs and ingenuity.

The problem though seem to be that none of them have that super accuracy and click feel I would expect, nor want i my car.
All those parts are also prone to loosing up and even with minor wear the feeling would be more of a "wavy" than "accurate" feel.

This is a tricky one to solve, but has anyone have any experience with cable opereted solutions?
On some modern cars the feeling is more than acceptable and one could have sweared that it was a solid solution.
Specially with those that have hydraulic pressureised preloaded cables! (Which also takes up wear and tear slack over time)

On papers it seems to be a much easier and even a much lighter solution?

Whats your opinion guys?

Waiting for delivery of kit, collecting parts Luigi

[stratosphere]

Am I wrong maybe, as I don't have your experience with the cars and the gear levers?

Is the rod, uniball solution really the best?
If you think so please give me your opinion.
Or do you feel that theres room for improvements?

Luigi

[Chris J]

If you're talking about the Hawk/Transformer type gear linkage, I think that most owners are happy with the standard set up.

I know of one car fitted with an Alfa V6 that has a more direct linkage. It goes directly down the centre spine and underneath the engine to the back of the gearbox.

I used to have a Hawk with a Beta and the standard set up, but now have a Honda V6 with a very direct linkage. The Honda one does feel quite an improvement, but I felt that the standard Hawk Beta linkage was very good given the amount of components it had.

If you were going to use cables, you'd have to do some fabricating of levers and stops. I'm sure it could be done, but it seems like a lot of extra work?

I've driven the latest Fiesta and thought that it had a linkage, only to find out (after seeing one dissmantled) that it uses two cables. The cable set up on the Fiesta does feel very good, but the cables are very short in that type of car. I know that an Elise uses cables too. I've had a go in an Elise S2, and the cable change felt pretty good.

I'd go with the standard kit linkage, because it works well enough and there will be enought work to do without changing the spec. of the kit.

Unless you like extra work that is?

[roger001]

for my twopennywoth I have raced a Transformer with the standard shift and an Alfa 33 with its solid linkage, the transformers is way way better. I have no compalints with it although it takes a bit of setting up to get it how you like it as it is adjustable for not only centre position but also throw/effort ie short throw but stiff vs long throw less effort.

[strat fan]

I don't know whether or not it will fit a Hawk but the Corse style linkage is simple & direct. It uses 1 rose joint, two universal joints, an intermediate shaft & 1 shaft which is fitted directly to the standard alfa lever.
In days of yore the old steel/steel uj's may have worn in time but you can now buy good quality rebuildable needle roller joints. This system is positive & direct, the only stiction in the sytem is from the rose joint but as long as this is kept lubed there should be no problem.
I have worked on both cable & rod systems & I would try this before re-engineering for cables

[stewart]

Luigi,

My car has a direct rod that runs from the gear lever along the top of the centre tunnel under the engine and then a couple of linkages at the rear into the gearbox. I'd have to go and have a look at the linkages to tell you exactly what type they are.

Difference with my car is that it has a Nissan V6 engine so different configuration and engine height to the Alfa powered cars. I can say though that my gear change is spot on and was perfect from the start. No adjustment required from day 1. (Unlike bodywork!)

I think the most direct route is best and I'd echo the thoughts that cables might be great but maybe more time, work and complications than necessary.

[rutthenut]

I know of one car fitted with an Alfa V6 that has a more direct linkage. It goes directly down the centre spine and underneath the engine to the back of the gearbox.

That seems slightly odd to me, given that the gearbox selector is basically on top of the gearbox. However, the standard Alfa setup has the shaft coming out of the rear side, so I guess this is how it connects up?

But no problem to remount that shaft to come out of the housing in a forward-facing direction, which both Hawk/Corse utilise.

The Corse setup does seem even more direct, as discussed in another reply, as it essentially has an 'almost straight' linkage from base of gearlever through to gear linkage shaft on top of the gearbox. Not being entirely straight, it has UJ's in the linkage. I would expect those to be even more positive than the Hawk setup, but have no problems with mine using that system. It may look complex, but it does all work fine.

Only disadvantage I could see with the simpler (and presumably more effective) Corse style linkage is that the shaft needs more space around the transmission tunnel / handbrake area within the car. The Hawk setup does not provide this space and would need some extra work in moving handbrake mount and utilising different access hole in the bulkhead to fit. I think it may also intrude on the position in which my passenger seat is mounted, but that would depend on your seats and desired location.

To be honest, this is another area I would recommend sticking with whatever is standard for the kit (Hawk or Corse). Any deviation means more work for little or no gain, and any 'non standard' solution is bound to find new problems...

[stratosphere]

Thanks everyone

Good, well thought and non biased comments and a nice conclusion from Rutthenut.