Has anyone ever adjusted their OEM shifter cables?

[Spart]

In all senses of what a clutch does- it works perfectly. Disconnects engine from the transmission. The issue is definitely transmission side. And based on everything going on all signs lead to a bent shift fork.

I'm not saying you don't have a bent shift fork.

I'm saying clutch issues can be where a bent shift fork starts.

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[Disaster]

Shit man, that sucks! But if it’s covered under warranty, that’s one positive. Good luck, man.

Extended warranty rocks!

 

[Disaster]

I'm not saying you don't have a bent shift fork.

I'm saying clutch issues can be where a bent shift fork starts.

Oh I see. Transmission will be coming out either way so it’ll be a good time to take a look. It helps that a very close friend owns a shop that takes warranty work.

 

[Disaster]

If anyone comes across this thread looking for a resolution, my transmission blew the fuck up. Glad I bought the extended warranty.

 

[s219]

If anyone comes across this thread looking for a resolution, my transmission blew the fuck up. Glad I bought the extended warranty.

You haven't exactly left a confidence-inspiring trail of info in the internet -- clutch dump, replaced clutch, two bolts left over, then a few days later the transmission is stuck in gear and then blows up.

The symptoms you described here match up exactly with what I'd expect if the external shift cables/linkage become out of sync with the fingers/sliders/forks inside the transmission during work, or shortly thereafter (within 1-2 days) due to a mistake made that later snowballs. This can happen very easily, in fact I have demonstrated it to other folks during training. In a worst case scenario, detents and lockouts can be overridden to let the transmission select more than one gear at a time and then you really have a problem.

Last fall I was inside the transmission on an antique Ferrari checking the internals, and let's just say I triple-checked and re-triple-checked that everything was in sync before buttoning things up. On that car with a dogleg 5-spd and gated shifter, the linkage is reattached with the 1-R, 2-3, and 4-5 selectors in neutral and then confirmed by shifting into 2nd, then other gears, while looking in the bottom of the transmission before the pan and gasket go back on, to make sure all the fingers and forks behave correctly. Because of the peculiarities of that Ferrari setup, it's actually harder to make a mistake than on a FWD car with transaxle and cable shifters as long as you pay attention. On a setup like the CTR, you are operating with far less insight into the internals so it would be very easy to make a mistake.

 

[Disaster]

You haven't exactly left a confidence-inspiring trail of info in the internet -- clutch dump, replaced clutch, two bolts left over, then a few days later the transmission is stuck in gear and then blows up.

The symptoms you described here match up exactly with what I'd expect if the external shift cables/linkage become out of sync with the fingers/sliders/forks inside the transmission during work, or shortly thereafter (within 1-2 days) due to a mistake made that later snowballs. This can happen very easily, in fact I have demonstrated it to other folks during training. In a worst case scenario, detents and lockouts can be overridden to let the transmission select more than one gear at a time and then you really have a problem.

Last fall I was inside the transmission on an antique Ferrari checking the internals, and let's just say I triple-checked and re-triple-checked that everything was in sync before buttoning things up. On that car with a dogleg 5-spd and gated shifter, the linkage is reattached with the 1-R, 2-3, and 4-5 selectors in neutral and then confirmed by shifting into 2nd, then other gears, while looking in the bottom of the transmission before the pan and gasket go back on, to make sure all the fingers and forks behave correctly. Because of the peculiarities of that Ferrari setup, it's actually harder to make a mistake than on a FWD car with transaxle and cable shifters as long as you pay attention. On a setup like the CTR, you are operating with far less insight into the internals so it would be very easy to make a mistake.

Cause was determined to be a pre-existing malfunction with the 5th gear synchro that didn’t reveal itself until the new clutch was installed. Once the new clutch was installed it basically allowed the 5th gear to eat itself alive which stopped the fluid from working properly subsequently ruining the bearings in the transmission.

 

[jtlctr]

Cause was determined to be a pre-existing malfunction with the 5th gear synchro that didn’t reveal itself until the new clutch was installed. Once the new clutch was installed it basically allowed the 5th gear to eat itself alive which stopped the fluid from working properly subsequently ruining the bearings in the transmission.

Did you notice any bearing noises before or after the clutch replacement? I’m asking because I’ve recently noticed a whirring noise on cold starts in neutral with the clutch engaged. When I press the pedal and disengage the clutch, it’s silent. The noise is gone after a few miles of driving as well. I’m pretty sure it’s a transmission bearing making noise.

 

[s219]

Cause was determined to be a pre-existing malfunction with the 5th gear synchro that didn’t reveal itself until the new clutch was installed. Once the new clutch was installed it basically allowed the 5th gear to eat itself alive which stopped the fluid from working properly subsequently ruining the bearings in the transmission.

That doesn't make sense from a mechanical standpoint so I think some info got mixed up along the way. Are you able to keep the old transmission? It would be an interesting teardown/diagnosis and could probably be refurbed and make a nice spare, or you could sell it.

 

[s219]

Did you notice any bearing noises before or after the clutch replacement? I’m asking because I’ve recently noticed a whirring noise on cold starts in neutral with the clutch engaged. When I press the pedal and disengage the clutch, it’s silent. The noise is gone after a few miles of driving as well. I’m pretty sure it’s a transmission bearing making noise.

If it's a bad bearing you'll hear a high frequency whine, almost like a supercharger, and it will vary with RPM/speed. Noise from a bad trans bearing won't go away when it warms up after driving, normally it will get worse.

I don't consider it abnormal for a gearbox to make a cacophony of whirring or chattering noises when the clutch is engaged and everything is in neutral, especially when cold. You have a lot of spinning parts that are not under load in that condition.

 

[Disaster]

That doesn't make sense from a mechanical standpoint so I think some info got mixed up along the way. Are you able to keep the old transmission? It would be an interesting teardown/diagnosis and could probably be refurbed and make a nice spare, or you could sell it.

Today after getting the car back (yay) I was told that the internal pump went bad somehow. I would’ve liked to keep it and actually asked for a piece but the trans was sent to the engineers so they could do their own breakdown as a condition of the warranty.

 

[Disaster]

Did you notice any bearing noises before or after the clutch replacement? I’m asking because I’ve recently noticed a whirring noise on cold starts in neutral with the clutch engaged. When I press the pedal and disengage the clutch, it’s silent. The noise is gone after a few miles of driving as well. I’m pretty sure it’s a transmission bearing making noise.

You’ll always hear some level of noise especially at lower RPMs. I’d say use your better judgement on that one because before mine broke I would always here slight noises in lower gears at low RPMs.

 

[Disaster]

You haven't exactly left a confidence-inspiring trail of info in the internet -- clutch dump, replaced clutch, two bolts left over, then a few days later the transmission is stuck in gear and then blows up.

The symptoms you described here match up exactly with what I'd expect if the external shift cables/linkage become out of sync with the fingers/sliders/forks inside the transmission during work, or shortly thereafter (within 1-2 days) due to a mistake made that later snowballs. This can happen very easily, in fact I have demonstrated it to other folks during training. In a worst case scenario, detents and lockouts can be overridden to let the transmission select more than one gear at a time and then you really have a problem.

Last fall I was inside the transmission on an antique Ferrari checking the internals, and let's just say I triple-checked and re-triple-checked that everything was in sync before buttoning things up. On that car with a dogleg 5-spd and gated shifter, the linkage is reattached with the 1-R, 2-3, and 4-5 selectors in neutral and then confirmed by shifting into 2nd, then other gears, while looking in the bottom of the transmission before the pan and gasket go back on, to make sure all the fingers and forks behave correctly. Because of the peculiarities of that Ferrari setup, it's actually harder to make a mistake than on a FWD car with transaxle and cable shifters as long as you pay attention. On a setup like the CTR, you are operating with far less insight into the internals so it would be very easy to make a mistake.

Also I think its worth noting that I did find the home for both bolts that were on their own lol, both were for the radiator bracing and were positioned in a way that I couldn't see where they belonged from underneath the car. The only reason doing this job was much of a struggle is because of how interconnected every piece of the car is. e.g: having to remove 3 different parts of the subframe just to gain access to the one part actually blocking you from unbolting the bell housing. My experience working on cars is minimal, I've been working on my own dirtbikes and motorcycles since I was a little kid so this is a new area for me. I was however being loosely watched and checked by my dad who had been a Master Tech for all GM vehicles for 30 years.

Finding out that the transmission grenading itself wasn't my fault felt very good to learn, I'm not a dumbass, I swear!

 

[s219]

Also I think its worth noting that I did find the home for both bolts that were on their own lol, both were for the radiator bracing and were positioned in a way that I couldn't see where they belonged from underneath the car. The only reason doing this job was much of a struggle is because of how interconnected every piece of the car is. e.g: having to remove 3 different parts of the subframe just to gain access to the one part actually blocking you from unbolting the bell housing. My experience working on cars is minimal, I've been working on my own dirtbikes and motorcycles since I was a little kid so this is a new area for me. I was however being loosely watched and checked by my dad who had been a Master Tech for all GM vehicles for 30 years.

Finding out that the transmission grenading itself wasn't my fault felt very good to learn, I'm not a dumbass, I swear!

Working on FWD cars is a pain in the ass for jobs like this, plus it’s a modern car with extra layers of crap to deal with. I hate to think what an engine-out job would entail.

So what did your dad think when the trans went haywire a few days after the clutch job? If he thinks like me, “there are no coincidences” but “clutch should have nothing to do with internals”, was the logic. Two conflicting facts then raises additional doubts and human error is the easiest thing to point a finger at.

Be interesting to see what the engineers learn if you are able to get feedback. The internals of a manual transmission are dead simple, so failures tend to be very simple and purely mechanical in nature.

 

[Disaster]

Initially he thought it was shifter linkage, it’s hard to describe but it felt like the car was trying to engage two different gears at the same time. After removing everything in the way of the cables and seeing no adjustments he was confused, and then after playing with it for around an hour he looked up at me and simply said “this is internal, we’re done” and helped me push the car out of the garage so the tow truck could get the car.

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