How difficult is it to swap the shifter out? I read that the exhaust and drive shaft need to be removed. I've even heard of some people removing the transmission.
Custom Hurst Shifter Review - 07CTSV \ PISNUOFF \ Brian
3
Here we go. I will be using this thread to follow the install and before/after reviews of this newer shifter option for our V1's. With a few other guys already providing feedback on the 54inches shifters, I got in contact with Brian (PISNUOFF/07CTS-V) about properly modifying the Hurst 3916030 for our cars. I can't say enough about his work and he went above and beyond to get me this thing during the holidays. Even if the USPS decided to deliver it a few days later than expected lol.
What I was looking for:
-Replaceable stalk: Shorter one for DD work, able to swap out to a longer one for track days/auto-x. Not that it is a huge deal to some, but I prefer to not have to reach off the wheel a longer distance than I have to during aggressive driving. We will see how this works in the long run, but it makes sense in my head so far (can't guarantee that is always successful)
-Upgraded pivot ball
-Improved connection/bushings at the linkage
-Rebuildable and easily serviceable
-That classic Hurst knob/stalk combo.
What I am starting with for a baseline:
2005 CTS-V - Completely Stock Shifter - Creative Steel Bushings - 9k miles on a new Trans Mount (No Insert yet). This is by far the tightest shifting stock V I have driven...but I swear the ZF6 in my F250 had a shorter throw.
The goods - you can see the Delrin bushings in the linkage connection as well as the bolt "wings" machined off in order to use the stock stamped hold down. Hardware to replace the rivets you will drill out during the install. Hurst supplied grease for pivots etc. (ignore the bronze isolator cup as its being saved for later)
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Closeup of the inside of the pivot. You can see the snap ring inside. Once that is removed you can press the base off and rebuild the guts if you ever needed to.
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Sleeve machined and pressed onto the base in order to properly fit the stock stamped hold down. You can also see the new bushings for where the shifter attaches to the linkage. No shimming with washers.
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Will update tomorrow with pictures of the install and before/after initial reviews.
What I was looking for:
-Replaceable stalk: Shorter one for DD work, able to swap out to a longer one for track days/auto-x. Not that it is a huge deal to some, but I prefer to not have to reach off the wheel a longer distance than I have to during aggressive driving. We will see how this works in the long run, but it makes sense in my head so far (can't guarantee that is always successful)
-Upgraded pivot ball
-Improved connection/bushings at the linkage
-Rebuildable and easily serviceable
-That classic Hurst knob/stalk combo.
What I am starting with for a baseline:
2005 CTS-V - Completely Stock Shifter - Creative Steel Bushings - 9k miles on a new Trans Mount (No Insert yet). This is by far the tightest shifting stock V I have driven...but I swear the ZF6 in my F250 had a shorter throw.
The goods - you can see the Delrin bushings in the linkage connection as well as the bolt "wings" machined off in order to use the stock stamped hold down. Hardware to replace the rivets you will drill out during the install. Hurst supplied grease for pivots etc. (ignore the bronze isolator cup as its being saved for later)
Closeup of the inside of the pivot. You can see the snap ring inside. Once that is removed you can press the base off and rebuild the guts if you ever needed to.
Sleeve machined and pressed onto the base in order to properly fit the stock stamped hold down. You can also see the new bushings for where the shifter attaches to the linkage. No shimming with washers.
Will update tomorrow with pictures of the install and before/after initial reviews.
