Floor shift or column shift? NON MB manual trans are famous for not getting out of one gear before the other gear is engaged (different shift linkages) On my column shift bronco, I would frequently have to crawl under and disengage one linkage manually. I HAVE had that also happen on column shift MBs with a worn linkage. It does not happen on the floor shift trans with the single shiftarm on top, in my limited experience) It can happen, and frequently does happen on any trans with 2 or more shift arms on the side. You just have to wiggle and jiggle until on or the other pops into neutral. This is best done with the wheels chocked, and the clutch pushed in, if possible.
After I converted the Bronco to a hurst floor shifter, it still would lock up maybe once a year, but not near as bad. Because I cut a hunk out of the tunnel to install the shifter, all I had to do then was to lift up the boot, and I could get one into neutral from the seat! THAT was a BIG improvement! (1966 U100, factory ragtop, now a cla$$ic, if I still had it.) I sold it in 1988 with under 50k honest miles for $500. You can't unjam them from the shift lever, usually. You usually have to work on the linkage or the shifter arms on the side of the trans. A 12" or so channellock is good for persuading the shift arms. On the 65 chevy, occasionally we could get it back into the first or second gear position on the gearshift, then shift it carefully into neutral and get it unjammed. Jamming on detroit 3 speeds occurs in the 1-2 shift. Jamming on MB 4 speeds occurs on the 2-3 shift, where the 1-2 arm is supposed to go into neutral before the 3-4 arm engages 3rd. Jams occurr mostly when you try to shift fast. I learned to always make the 2-3 shift on an MB column shift slowly and very deliberately dogleg, holding the shift lever up and back until it is in neutral, then forward, then up again, in 3 separate moves. It is habit now with any column shift. Loren At 10:19 PM 7/31/2007, you wrote: >That may work, but at this point I am out of the equation unless I >can source parts cheap. Gump is living at the shop until then, or I >get her towed to the Frybrid guy. He does good work, but is near >impossible to get on the schedule. > > > >On 31 Jul 2007, at 20:09, Mitch Haley wrote: > > > > > > > Craig McCluskey wrote: > >> > >> I'm not sure why that's a real problem. Did something inside break > >> that > >> they can't move the levers to get it out of gear? > > > > Perhaps the application of horsepower (and burning clutch) jammed > > it so hard you > > can't get the syncros to slide apart? > > I'd be tempted to try to turn the engine backwards a bit and see if it > > decreased the pressure on the gears enough to get reverse disengaged. > > (for example, if you can turn the engine 10 degrees, turn it five > > degrees > > so there's equal slop in both directions.) > > > > Mitch. > > > > _______________________________________ > > http://www.okiebenz.com > > For new parts see official list sponsor: http://www.buymbparts.com/ > > For used parts email [EMAIL PROTECTED] > > > > To Unsubscribe or change delivery options go to: > > http://okiebenz.com/mailman/listinfo/mercedes_okiebenz.com > > > > > >-- >Clay >Seattle Bioburner > >1972 220D - Gump >1995 E300D - Cleo >1987 300SDL - POS - DOA >The FSM would drive a Diesel Benz > > >_______________________________________ >http://www.okiebenz.com >For new parts see official list sponsor: http://www.buymbparts.com/ >For used parts email [EMAIL PROTECTED] > >To Unsubscribe or change delivery options go to: >http://okiebenz.com/mailman/listinfo/mercedes_okiebenz.com Loren Faeth _______________________________________ http://www.okiebenz.com For new parts see official list sponsor: http://www.buymbparts.com/ For used parts email [EMAIL PROTECTED] To Unsubscribe or change delivery options go to: http://okiebenz.com/mailman/listinfo/mercedes_okiebenz.com
