short sticks causing sychro wear?
11-27-2010, 07:18 PM
#6
Adding a detroit locker in the axle will wear out synchros. A clutch that doesnt fully disengage will wear synchros. speed shifting will wear out synchros. Dirty/wrong trans fluid could wear out synchros. Maybe someone can add more but thats about all I know that will screw them up faster then normal.
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11-28-2010, 12:02 AM
#8
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after months of using the ws6store short stick, i switched back to stock hurst stick and the shifts felt wayyyy better with the stock ones, although the it looks way better with the short stick. But, I prefer to have a silky shift than looks, so I think I am gonna keep the stock stick on.
11-28-2010, 01:59 AM
#9
The locker has a lot of slack in it because of its design. I was just showing someone today how much the yoke can be turned back and forth without moving the wheels. Its about 1/6 of a revolution on the yoke. This is slack in the locker castelations and not an indicator of gear lash. Anyway, it happens by chance that during the average time it takes a person casually driving a T-56 and pushing in the clutch and shifting gears is the same time it takes the locker to go from the drive side of the castelation to the coast side of the castelation. What happens during this causes the synchros to not do their job properly and causes light grinding during shifting. I believe, as do others, that the locker going from drive to the coast side of the castelation sends a shock/sudden speed change back up the driveshaft and into the output shaft of the trans, changing the speed of the shaft that the synchro is trying to match the gear to. Consider this, with every other differential, the output shaft is at a near constant speed and the trans is basically synchronizing 1 shaft speed to enable smooth gear selection. By adding the locker, there is the potential for the output shaft to change speed suddenly. The way to avoid this from happening is to either shift fast/er, or pull into neutral and pause for a sec., allowing the locker to get to its coast side, and then clutch and shift. This is how I shift into 5th and 6th with my trans. I had 1-4 faceplated after the locker helped finish off the synchros in ALL the gears.
11-29-2010, 12:24 PM
#11
The locker has a lot of slack in it because of its design. I was just showing someone today how much the yoke can be turned back and forth without moving the wheels. Its about 1/6 of a revolution on the yoke. This is slack in the locker castelations and not an indicator of gear lash. Anyway, it happens by chance that during the average time it takes a person casually driving a T-56 and pushing in the clutch and shifting gears is the same time it takes the locker to go from the drive side of the castelation to the coast side of the castelation. What happens during this causes the synchros to not do their job properly and causes light grinding during shifting. I believe, as do others, that the locker going from drive to the coast side of the castelation sends a shock/sudden speed change back up the driveshaft and into the output shaft of the trans, changing the speed of the shaft that the synchro is trying to match the gear to. Consider this, with every other differential, the output shaft is at a near constant speed and the trans is basically synchronizing 1 shaft speed to enable smooth gear selection. By adding the locker, there is the potential for the output shaft to change speed suddenly. The way to avoid this from happening is to either shift fast/er, or pull into neutral and pause for a sec., allowing the locker to get to its coast side, and then clutch and shift. This is how I shift into 5th and 6th with my trans. I had 1-4 faceplated after the locker helped finish off the synchros in ALL the gears.
Synchros get messed up largely when they are trying to act as a friction mechanism to slow down an engine, instead of an input / disc assembly as intended. That is a result of
improper clutch release or driver error. Not use of a locker.
11-29-2010, 06:53 PM
#13
The possible rotational slack in the driveline based on the normal transitions from drive to coast position of the pinion is not going to be exceeded by virtue of use of a locker as you describe. Unless the carrier locking failed or was unloaded by normal lateral tire load to allow single tire spin, in which case it would not be a back and forth motion.
Synchros get messed up largely when they are trying to act as a friction mechanism to slow down an engine, instead of an input / disc assembly as intended. That is a result of
improper clutch release or driver error. Not use of a locker.
Synchros get messed up largely when they are trying to act as a friction mechanism to slow down an engine, instead of an input / disc assembly as intended. That is a result of
improper clutch release or driver error. Not use of a locker.
Plenty of folks on here have had this issue as a direct result of installing a detroit locker. When they switched to a spool, it went away.
11-29-2010, 07:11 PM
#14
in all seriousness though, if the engagement or disengagement of the locker cause a variation in driveshaft rpm to any extent to cause premature wear to the synchros the rear end would be skipping all over the road. input shaft speed between shifts varies at a minimum of what, 800-900 rpms, probably more. can you image what would happen if your driveshaft rotation varied by even an eighth of that as a result of the locker engagement or disengagement, not gonna happen. the car would be all over the road. not saying a locker doesnt add an amount of driveline shock during shifting, but not anything that will add to synchro wear a result of output shaft speed changes
Last edited by Tally TransAm; 11-29-2010 at 07:47 PM.
11-29-2010, 07:47 PM
#15
I guess you push 100 people off a cliff and not all of them die... Anyway, I should have stated in my original post that SOME have had issues. I can see where it looks like I implied that everyone with a locker has this problem.
Last edited by DAVESS02; 11-29-2010 at 10:51 PM.
