i bought an MGW. after looking it over i dont see any adjustable stops. i just kind of assumed they would be there. am i missing something blatantly obvious (it DOES happen from time to time) or does it really not have any adjustment? seriously?

this is a deal breaker for me. im probably going to send it back.

 

It is my understanding that the transmissions used in the Corvette (as opposed to F-body cars) do not require the use of stop. The BPPs and the B&Ms do not have them either.

 

No, they don't have stops. They aren't necessary.

 

they are necessary to me.

i also read that the tranny has internal stops or something built in and they dont "need" them. thats ok. i'll send it back and buy another shifter.

 

Your loss.

 

The Hurst DOES have adjustable stops. I've got'em and I'm keep'in'em!

 

my loss? thanks for trying to tell me what i want and dont want from a shifter.

i have more experience than usual with shifters.

the quality of this shifter is impressive. the machine work and finish is great. it just doesnt have stops. i want stops. i dont care if i dont need stops per someone's advice/opinion. i want them.

 

no stops needed..

 

yeah thats what i hear.

guess its just personal preference of mine i dont want to budge on when i spend that kind of money on a shifter. may be silly. but thats how it is.

 

yea well thanks for the replies i got my answer. i dont think this thread needs to live any further.

some people seem to take it that i am somehow bashing MGW.. absolutely not. its a darn fine looking mechanical specimen and the one i used in the past felt great. truly impressive.

i just didnt realize that one of the key features i wanted wasnt there. my own fault.

 

just sold my hurst. actually if u talk to hurst technical support he even told me i should back out the stops and use the factory stops built in.

good luck

 

im going to start a new thread and see if i can get an answer to why i dont need stops. maybe im just being hard headed and stuck in my old ways.

 

You don't need stops because the transmission has internal stops. If you use shifter stops that engage before the internal stops you are not getting full engagement. If you can't understand that then yeah, I agree with you.... you're hard headed and stuck in your old ways.

And for future reference, when you ask for help or opinions on this forum it's not usually a good idea to attack those who give it.

 

I have owed and driven probably most of the shifters available and I have an MGW in my own car.. The stock shifter does not have stops either dont forget..

 

Good point about the stockers. To my knowledge, the Hurst unit is the only one with stops and the body portion of the shifter is also the same as that used for the F-body cars so I think Hurst is just making one body and they use it for more than one application. Saves on cost overall.

 

who did i attack? tell them im sorry.

my idea of a shifter stop, is when the shift is fully engaged and flexed a little to over engage.. you bring a stop up to that point and go just a hair beyond it (almost like setting preload on a lifter if you will), to avoid over-doing it.

speaking of attacking. thanks for the condescending explanation. i almost feel like i can graduate kindergarten now.

 

yes i know. id be very surprised if the stock piece was designed with full force ripping in mind.

thanks for the input

LONESTAR: interesting input. makes sense.

 

Corey

I posted the info below in your other post. You can adjust stops to work properly with the C5 tranny. Some people like stops some dont. I perfer them. Kirban quik shifter has them. They work excellent.

If you set up the stops properly, you can make a complete shift and not hurt the trans.

Heres what I posted in your other post:

The shift rail assy inside the transmission will only allow the sliding/ rotating arm inside the trans to travel a specified distance. The distance is slightly more than the complete throw that is required to engage the coupler on the gear to fully couple the gear/s. The coupler that connects the two gear assemblies together is the limiting factor. Once it slides home, any further motion is caused by the additional motion the shift rail has before it bottoms out.

If you really examine the shift throw, you will see that once the shift handle makes the gear shift, you can FORCE the shifter handle a good bit further than is require to complete the shift.

To me, "IMHO" that is a big waste of motion, hard on the internals and just plain sloppy.

I was fortunate and purchased a KIRBAN Shifter which has STOPS. Many people who purchase aftermarket shifters avoid shifters with stops or take the stop screws out for three reasons.
I’m sure there are other reasons but, here are the three reasons that I have surmised over the past 11+ years of C5 ownership and repairs and talking to people who install aftermarket shifters:

- The trans has internal stops. I don’t need additional stops. Just something else to worry about.

- They come out of adjustment and screw up the tranny.

- I didn’t know what they were for or how to adjust them so I ordered a shifter without of them.


I use the shift stops to my advantage. I shift into the 1-3-5 forward position and adjust the front stop. Then shift into the 2-4-6 gates and adjust the rear stop. When the shift handle has the gear fully engaged, let go of the shift handle, screw the stop screw in for those gates until it "JUST" touches the shift handle in the shifter housing and then back it off a thousands or so.

When you shift, the handle will now fully engage the gear and STOP against the shifter stop. No more excess motion. No more sloppiness, and no internal wear from excessive force of going past the fully engaged position. You can take the car for a ride and see how it feels. Some times, you will need to move it in or out a thread or two to adjust the shift feel.
Its very important to apply RED lock tight on the adjusting bolt and then LOCK it down with the lock nut so they don’t come out of adjustment .

Now you will get a SNICK, SNICK sound when you hit the stops and a POSITIVE feeling when you hammer the gear. People who have driven my car often say, “WOW, that shifter really feels nice!”

My 2 cents on shifters and stops

Bill

 

I've never driven a car with a Tremec trans that went "snick". There's always a resistance going through the neutral gate making each shift a 2-part operation. I've tried 4 different shifters, and there's lots more to try, but I'm as happy as I'm gonna get with the MGW. As far as being "attacked", some guys have chips, and like to vent on the anonymous internet forums, so, big whup. I don't drag race, so stops aren't needed either way.

 

ive got a 3550 in my old ford truck behind a 390 based FE stroker with a hurst on it. it snicks well. i also had a TKO500 by X2C racing back in the day when they were the only tremec car running 8's (like 2003 or so). i had the v 2.0 which was prepped to the same specs as the 8 sec ride. i had a pro 5.0 on that setup. but the hurst definitely has more of the "snick".

the smoothest tranny ive ever shifted was a Gforce T-5 with a MGW that belongs to a good friend of mine who bought my old notch back foxbody..

anyhow, i got all the info i needed.

Bill: i thanked you sincerely on the other thread that was intended to be more tranny specific. I really appreciate you sharing that info.