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Some forum members have expressed an interest in comparisons between the current options for solid mounted shifters for the MT82, so I thought I would post this. I have driven and tracked my car with the factory shift assembly, a 2013 generation MGW, the same MGW with the Blowfish bracket, and the latest solid mounted MGW race-spec shifter. I have not driven a car with the factory shifter and a Blowfish bracket. The following are my impressions comparing the MGW race-spec solid mounted setup to the older MGW with the Blowfish Racing Bracket and the MGW shifter with the original body mount. My car has a fresh fill of Motorcraft DTC transmission fluid, with the XL-18 additive. The clutch assist spring has long since been removed.
Installation
The Blowfish bracket is an easier installation, requiring fewer tools and less time (unless you insist on keeping the MGW heat shield, like I did). Since the race-spec installation also involves the removal of the existing shifter, a higher level of mechanical comfort is probably a good idea, although neither assembly is particularly challenging to install. In either case, access to a lift makes the job much easier.When installing the race-spec, a transmission jack is a very useful tool to have around, since raising and lowering the transmission is a necessary part of the assembly.
Many owners of earlier MGW shifters report that the shifter had stiff shifts initially. After a break-in period of 500-1000 miles, the shifter loosened up and adopted what would be its normal shift behavior. The race-spec does not seem to require this break-in period. Shifts are smooth and easy from the outset. The one area where a break-in period may exist is with the push down reverse lockout.
Shift precision/feel
Both solid mount units significantly increase the solidity of the shift mechanism. In both cases, the shifts feel very positive, without the flex that I still felt in the body mounted shifter assembly, although the earlier MGW was much improved over the factory assembly. To my mind, both assemblies make the shift box feel like it is anchored in concrete, with only the shift linkage moving. The MGW race-spec’s shift linkage, replacing the factory’s jointed linkage, offers several benefits over the standard MGW/Blowfish assembly. First, there is an additional level of shift precision over the Blowfish/MGW combination. Related to this is a reduced level of shifter effort going from gear to gear, that I would characterize as a “lighter” shift feel as compared to earlier versions of the MGW. It’s been some time since I drove a Boss with a stock shifter, but I perceive the shift effort of the race-spec to be closer to that of the stock unit, without the vagueness or sloppiness. Second, the feeling of not being fully in gear (especially first gear) is gone with the new linkage. In the past, there were occasions when I would engage first gear at a standstill and not be sure I was really in gear (a couple of times I wasn’t!), causing me to shift to neutral and then back into first just to be sure. With the new linkage, shifts are positive all the way to the end of the gate. Third, the 4-5 and 5-6 upshifts are improved with the race-spec linkage. There is less resistance to the 4-5 shift, and the 5-6 shift does not require as much side effort in order to keep the return springs from wanting to shift the gear lever back down to 4th. My initial thought was that the return spring was weker than in previous MGWs, but George told me that the spring was the same and that the new linkage eliminated the resistance in those shifts caused by binding in the jointed factory linkage. This change makes the shifter more pleasant for me to use in daily driving. Finally, my perception is that the race-spec is slightly smoother when the transmission fluid is cold.
NVH
IMPORTANT: I am one of the people that encountered a significant rattle after installing the blowfish bracket. Upon removal of the bracket, we discovered the following: There was NO evidence of any contact between the MGW rear mount and the body studs. There was no wear on the mount, nor was there any wear on the fuel line hose used to wrap the body studs. There was no evidence of any contact between the shift assembly and the body at any point. The Blowfish bracket was in place for 4 months, about 5000 miles, and 3 track events. The race-spec uses a completely new shift assembly, right down to the shift ball and jam nut. It mounts to the transmission at different points than the Blowfish bracket. The rattle I experienced after installing the Blowfish bracket STILL EXISTS with the race-spec, albeit reduced by 80%. I will continue to pursue this rattle, but I believe it is either an issue with the driveline due to removal and reinstallation of the transmission in order to replace the clutch, or a harmonic due to the vagaries of human construction and/or wear and use. It is clear to me that the Blowfish bracket was NOT the cause of the rattle, merely an amplifier.
During steady state driving, both units are quiet. I believe there is slightly more shift ball vibration with the race-spec than the MGW/Blowfish, but neither assembly turns that vibration into audible noise. In neither case is the vibration uncomfortable to the touch nor does the vibration effect shift operation. The MGW race-spec is better at dampening larger vibrations than the Blowfish assembly, as the rattling noise I experience is only a flutter with the race-spec vs. the sound of someone shaking a bag of metal washers with the MGW/Blowfish unit. This is not surprising, as the race-spec has several bushings to attenuate noise and vibration, where the Blowfish bracket does not. Interestingly, applying light hand pressure (resting a hand on the shift ball) decreased the rattle in the MGW/Blowfish rig, but increases it in the race-spec assembly. In both cases, the gear lever displays similar amounts of movement under acceleration; neither is excessive. As an assembly note, when we removed the Blowfish bracket to install the race-spec, one of the rear mount bolts on the Blowfish assembly was only slightly more than finger tight, even with the lock washer and the amount of torque specified in the installation instructions. Even though not called for, I would recommend blue loctite on all fasteners when installing the Blowfish bracket. Because of the amount of heat, one might consider red loctite on the fasteners for the rear mount, especially as there is no need for adjustment on this part of the assembly.
At the track
It is my experience that the MT82 transmission prefers a positive hand when shifting, rather than a tentative one, that it shifts better under heavier loads than under lighter loads, and that it shifts better hot than cold. At the track, where all of these conditions occur, I found relatively little difference between the two set ups. Both allowed me to upshift up to the redline without experiencing lockout. Upshifts above 7000 RPM had been a problem for me in the past, especially the 4-5 upshift, where high RPM lockout would cause me to have to let the revs drop, then attempt the upshift again. In the alternative, I could short shift the transmission, trading power for proper operation. This problem was not eliminated by installing the original MGW shifter. Installing the Blowfish bracket with the MGW eliminated the lockouts, and let me shift at high RPMs with complete confidence. I have also had 100% success with high RPM upshifts using the MGW race-spec shifter. In general, on track shifting with both units was entirely satisfactory to me. Upshifts and downshifts were positive and direct, and I quickly found it easy to drive without fear of missing a gear using either setup. The on throttle rattling noise was again more evident with the MGW/Blowfish setup, but I don’t consider that to be a significant issue on track.
Summary
I think the new linkage in the MGW race-spec shifter is a pretty big deal. It gives a feeling of precision and confidence on all shifts that was missing before, even with an older MGW with or without the Blowfish bracket. It also reduces shift effort for all shifts, especially those at the extreme edges of the shift pattern where the factory linkage was having to twist the most. While the solid mounting systems of the Blowfish bracket and the race-spec display their largest benefits under heavy load, the race-spec’s linkage offers benefits on every shift, regardless of circumstance. In my opinion, the new linkage in the race-spec shifter makes it the performance shifter of choice for everyday driving.
If you already own an MGW shifter, adding a Blowfish bracket will increase the solidity of your shifts and should eliminate the problem of high RPM shift lockout (it did for me). It is an easy installation and can be done with limited facilities. It is also less expensive than the MGW race-spec shifter. On the flip side, it will amplify any existing driveline noise and vibration. If your goal is to make the shifts in your Mustang the best they can possibly be (up to this point), the linkage in the new race-spec shifter does improve the total package beyond the capabilities of the Blowfish enhanced older MGW shifter. The race-spec has better noise attenuation capabilities, which may have additional value over time as the car’s components wear. There is also an elegance in design, construction, and materials to all of MGW’s products that to me is simply unmatched.
Finally, while this review does not address the stock shifter, I believe if you are generally happy with the shifting of the stock unit but would like a little more solidity and precision for daily driving and occasional track use, adding a Blowfish bracket to the stock unit is a simple and worthwhile investment. If you are a more frequent and harder user of your car, you value the features and benefits of the MGW shifter you already own, or you can’t rest until your car is everything it can be, get hold of MGW and order a race-spec shifter.
Installation
The Blowfish bracket is an easier installation, requiring fewer tools and less time (unless you insist on keeping the MGW heat shield, like I did). Since the race-spec installation also involves the removal of the existing shifter, a higher level of mechanical comfort is probably a good idea, although neither assembly is particularly challenging to install. In either case, access to a lift makes the job much easier.When installing the race-spec, a transmission jack is a very useful tool to have around, since raising and lowering the transmission is a necessary part of the assembly.
Many owners of earlier MGW shifters report that the shifter had stiff shifts initially. After a break-in period of 500-1000 miles, the shifter loosened up and adopted what would be its normal shift behavior. The race-spec does not seem to require this break-in period. Shifts are smooth and easy from the outset. The one area where a break-in period may exist is with the push down reverse lockout.
Shift precision/feel
Both solid mount units significantly increase the solidity of the shift mechanism. In both cases, the shifts feel very positive, without the flex that I still felt in the body mounted shifter assembly, although the earlier MGW was much improved over the factory assembly. To my mind, both assemblies make the shift box feel like it is anchored in concrete, with only the shift linkage moving. The MGW race-spec’s shift linkage, replacing the factory’s jointed linkage, offers several benefits over the standard MGW/Blowfish assembly. First, there is an additional level of shift precision over the Blowfish/MGW combination. Related to this is a reduced level of shifter effort going from gear to gear, that I would characterize as a “lighter” shift feel as compared to earlier versions of the MGW. It’s been some time since I drove a Boss with a stock shifter, but I perceive the shift effort of the race-spec to be closer to that of the stock unit, without the vagueness or sloppiness. Second, the feeling of not being fully in gear (especially first gear) is gone with the new linkage. In the past, there were occasions when I would engage first gear at a standstill and not be sure I was really in gear (a couple of times I wasn’t!), causing me to shift to neutral and then back into first just to be sure. With the new linkage, shifts are positive all the way to the end of the gate. Third, the 4-5 and 5-6 upshifts are improved with the race-spec linkage. There is less resistance to the 4-5 shift, and the 5-6 shift does not require as much side effort in order to keep the return springs from wanting to shift the gear lever back down to 4th. My initial thought was that the return spring was weker than in previous MGWs, but George told me that the spring was the same and that the new linkage eliminated the resistance in those shifts caused by binding in the jointed factory linkage. This change makes the shifter more pleasant for me to use in daily driving. Finally, my perception is that the race-spec is slightly smoother when the transmission fluid is cold.
NVH
IMPORTANT: I am one of the people that encountered a significant rattle after installing the blowfish bracket. Upon removal of the bracket, we discovered the following: There was NO evidence of any contact between the MGW rear mount and the body studs. There was no wear on the mount, nor was there any wear on the fuel line hose used to wrap the body studs. There was no evidence of any contact between the shift assembly and the body at any point. The Blowfish bracket was in place for 4 months, about 5000 miles, and 3 track events. The race-spec uses a completely new shift assembly, right down to the shift ball and jam nut. It mounts to the transmission at different points than the Blowfish bracket. The rattle I experienced after installing the Blowfish bracket STILL EXISTS with the race-spec, albeit reduced by 80%. I will continue to pursue this rattle, but I believe it is either an issue with the driveline due to removal and reinstallation of the transmission in order to replace the clutch, or a harmonic due to the vagaries of human construction and/or wear and use. It is clear to me that the Blowfish bracket was NOT the cause of the rattle, merely an amplifier.
During steady state driving, both units are quiet. I believe there is slightly more shift ball vibration with the race-spec than the MGW/Blowfish, but neither assembly turns that vibration into audible noise. In neither case is the vibration uncomfortable to the touch nor does the vibration effect shift operation. The MGW race-spec is better at dampening larger vibrations than the Blowfish assembly, as the rattling noise I experience is only a flutter with the race-spec vs. the sound of someone shaking a bag of metal washers with the MGW/Blowfish unit. This is not surprising, as the race-spec has several bushings to attenuate noise and vibration, where the Blowfish bracket does not. Interestingly, applying light hand pressure (resting a hand on the shift ball) decreased the rattle in the MGW/Blowfish rig, but increases it in the race-spec assembly. In both cases, the gear lever displays similar amounts of movement under acceleration; neither is excessive. As an assembly note, when we removed the Blowfish bracket to install the race-spec, one of the rear mount bolts on the Blowfish assembly was only slightly more than finger tight, even with the lock washer and the amount of torque specified in the installation instructions. Even though not called for, I would recommend blue loctite on all fasteners when installing the Blowfish bracket. Because of the amount of heat, one might consider red loctite on the fasteners for the rear mount, especially as there is no need for adjustment on this part of the assembly.
At the track
It is my experience that the MT82 transmission prefers a positive hand when shifting, rather than a tentative one, that it shifts better under heavier loads than under lighter loads, and that it shifts better hot than cold. At the track, where all of these conditions occur, I found relatively little difference between the two set ups. Both allowed me to upshift up to the redline without experiencing lockout. Upshifts above 7000 RPM had been a problem for me in the past, especially the 4-5 upshift, where high RPM lockout would cause me to have to let the revs drop, then attempt the upshift again. In the alternative, I could short shift the transmission, trading power for proper operation. This problem was not eliminated by installing the original MGW shifter. Installing the Blowfish bracket with the MGW eliminated the lockouts, and let me shift at high RPMs with complete confidence. I have also had 100% success with high RPM upshifts using the MGW race-spec shifter. In general, on track shifting with both units was entirely satisfactory to me. Upshifts and downshifts were positive and direct, and I quickly found it easy to drive without fear of missing a gear using either setup. The on throttle rattling noise was again more evident with the MGW/Blowfish setup, but I don’t consider that to be a significant issue on track.
Summary
I think the new linkage in the MGW race-spec shifter is a pretty big deal. It gives a feeling of precision and confidence on all shifts that was missing before, even with an older MGW with or without the Blowfish bracket. It also reduces shift effort for all shifts, especially those at the extreme edges of the shift pattern where the factory linkage was having to twist the most. While the solid mounting systems of the Blowfish bracket and the race-spec display their largest benefits under heavy load, the race-spec’s linkage offers benefits on every shift, regardless of circumstance. In my opinion, the new linkage in the race-spec shifter makes it the performance shifter of choice for everyday driving.
If you already own an MGW shifter, adding a Blowfish bracket will increase the solidity of your shifts and should eliminate the problem of high RPM shift lockout (it did for me). It is an easy installation and can be done with limited facilities. It is also less expensive than the MGW race-spec shifter. On the flip side, it will amplify any existing driveline noise and vibration. If your goal is to make the shifts in your Mustang the best they can possibly be (up to this point), the linkage in the new race-spec shifter does improve the total package beyond the capabilities of the Blowfish enhanced older MGW shifter. The race-spec has better noise attenuation capabilities, which may have additional value over time as the car’s components wear. There is also an elegance in design, construction, and materials to all of MGW’s products that to me is simply unmatched.
Finally, while this review does not address the stock shifter, I believe if you are generally happy with the shifting of the stock unit but would like a little more solidity and precision for daily driving and occasional track use, adding a Blowfish bracket to the stock unit is a simple and worthwhile investment. If you are a more frequent and harder user of your car, you value the features and benefits of the MGW shifter you already own, or you can’t rest until your car is everything it can be, get hold of MGW and order a race-spec shifter.