Check out my Brand new shifter!!

[JWest]

Nolift:

There are plenty of options with the bolts you are referring to.

Those bolts are the stops for forward and aft motion.

--They can be removed entirely if you don't prefer this feature.

--The mini boot included with the shifter is oval to fully cover the stop bolts without risk of tearing.

--The shifter body is smaller in diameter than the factory shift tower, so the bolts just barely touch the inside of a factory boot.

--The bolts could also be shortened (dremel time) once the adjustment is complete to leave only enough for the lock nut if you really desired to have them shorter.

[Slider79SC]

I also noticed that after they are adjusted that they do not stick out nearly as much as they appear in the install instructions. They are fully extended during the install and then you adjust them once everything is adjusted with the shift rod.

Before:

[Slider79SC]

After:

[aseem]

Interesting... Is there a 930 version on the way?

[JWest]

The bolts that stick out are actually allen socket screws with a lock nut, so the adjustment leaves less of the screw sticking out than in the un-installed pictures.

[widebody911]

Originally posted by James Adams
Q. Why is there no reverse lockout?

A. Reverse lockout mechanisms were considered in the design of the RennShift performance shifter, but it was decided that the added benefits of having one were very small while the complexity and cost of the shifter would be increased considerably. Most reverse blocking mechanisms use small parts that are easy to break and difficult to adjust.

IIRC, the 915 shifter reverse lockout is simply a spring-loaded tab that keeps you from going from 5th straight down to reverse. Has anyone ever broken one of those?

[turbo6bar]

This was a timely to-the-top thread. I received my Rennshifter on Saturday and installed it yesterday afternoon. I drove about 10 miles yesterday, and I was pleased with the performance. A couple comments:
1) Lack of reverse lockout has not bothered me. I guess only time and more miles will tell.
2) The 2->3 upshift takes some practice. One reason is because the throw reduction affects lateral and fore-aft throw. There is less spacing between the gates. The second reason is because of the spring-loaded 1-2 gate. This morning, I ran some errands, and I'm starting to enjoy the 2->3 upshift. Just push up and you're in third. However, downshifting from second to first means you must push left. It's just going to take some time to get used to the new shifting.

Overall, I really like the shifter. I was not fond of the reduction in lateral throw, but that is not really as bad as it sounds, due to the spring loading. You can find all 5 gears easily, whereas before, the difference in 1-3 and 2-4 was not as pronounced.

My previous setup was a factory short shift kit. I really liked the factory short shift kit. My only gripe with the factory short shift kit was that shifting required quite a bit more muscle than the stock shift setup. Sometimes, I felt as if I was forcing the transmission to shift. However, with the Rennshifter at 20% throw reduction, the shift force is just right. I might try the 33% throw.

BTW, the adjustment bolts are not in the way with either the stock rubber boot or the mini boot provided by James. I used the stock boot, since I had to find a way to cover the hole in the carpet (I removed the heavy center console).

In summary, I still like my factory short shifter a little better, but I have a feeling the Rennshift will trade positions on my list. The Rennshifter simply gives me a more security when I'm driving with a lot of enthusiasm. My SC shifted really well with the stock shifter, so I think any modifications will only enhance the shifting. This might be different if I was upgrading from worn out parts.

Just my opinion,
jurgen

[eurocarrera]

So has anyone had a chance to compare this to the Seine systems shifter - the Gate Shift Kit? The reason I ask is that I already have the factory short shift kit, and would have to toss that expenditure to upgrade to one of these (which sounds like a great product BTW)

[JWest]

For anyone searching this topic, a reverse lockout is coming soon.

[wevoid]

Originally posted by Slider79SC
In all honesty, I had only one problem with it. The shifter was very tight between gears (side to side movement) and I grew accustomed to thinking that I could shift quicker than I should and ended up stuffing it in first under full throttle from second. The tightness also made the shifter seem notchy. I am not bashing the product, just letting you know what our observations were.

To add some design fact to the observations about the WEVO 915 shifter made by Slider79SC.

The lateral geomtery of all WEVO shifters is completely as per the original factory design. We use the original pivot axis and do not alter the spacing to the Shift tube as do products like the Weltmeister 915 short shift kit.
The lateral travel in terms of angle is the same as the factory shifter (std and short shifter), the knob actually travels a greater distance side to side as a function of the longer WEVO lever.
We also have a variety of spings for our shifters, with 901, 915 and 930 all using different springs - the result of testing and preference by the market at large.
Anyone wanting an alternate to springs delivered in the kit should contact the vendor or WEVO to receive techncial support.

I am very pleased Slider79SC has now found satisfaction with his new 915 shifter from James.

regards,

Hayden Burvill
Windrush EVolutions Inc.