What is the proper way to adjust my Hurst four speed shifter

Discussion in 'transmission and Drive train' started by grumpyvette, Mar 7, 2010.

  1. grumpyvette

    grumpyvette Administrator Staff Member

    What is the proper way to adjust my Hurst four speed shifter?





    There is a 1/4 inch hole at the bottom of the Hurst mechanism that runs through all three levers. This is called the neutral alignment hole. To ensure proper adjustment, run the shifter from first into second and then back to neutral. Insert the neutral alignment pin (or a 1/4 inch drill bit) into the neutral alignment hole. If the 1-2 lever interferes with the smooth insertion of the alignment pin, remove the 1-2 linkage rod from the shifter and thread the adjuster button either in or out to eliminate the interference. Repeat this procedure with the 3-4 lever and reverse. To adjust the stop bolts, back the bolts out of the shifter frame until only a few threads remain. Push the stick firmly into third gear and hold. Screw in the stop bolt until contact is made. Release the stick and back the stop bolt out one turn and tighten the jamnut. Push the stick into fourth gear and repeat the procedure.
    I hope you carefully cleaned and de-greased the bolt threads and used carb cleaner spray to de-grease and flush the female threaded bolt holes in the trans and put a couple drops of loc-tite on those shifter bracket bolt threads, so it stays firmly fastened or youll eventually find that your back under the car duplicating that effort.

    http://www.chevyhiperformance.com/howto ... index.html

    Last edited by a moderator: Apr 3, 2018
  2. grumpyvette

    grumpyvette Administrator Staff Member

    Re: What is the proper way to adjust my Hurst four speed shi

    I was asked if you can fill a muncie with automatic trans fluid to make it shift smoother, the answers a huge HELL NO! a muncie trans requires a good 75w90 gear lube to function correctly, below is some related info

    REDLINE Synthetic Manual Transmission Lubricants




    http://www.modernperformanceclassics.net/ShowItem/102808 62-67 Nova Clutch Adapter Bracket.aspx

    Most manufacturers of manual transmissions and
    transaxles recommend an 80W or 90W GL-4 lubricant.
    GL-5 gears oils which are required in hypoid differentials
    are not used in most synchromesh transmissions
    because the chemicals used to provide the extreme
    pressure protection can be corrosive to synchronizers,
    which are commonly made of brass or bronze. Typically,
    the use of a GL-5 lubricant in a synchromesh
    transmission will shorten the synchronizer life by one
    half. The extreme pressure requirements of spur gears
    and helical gears found in transmissions are not nearly
    as great as found in rear-wheel drive differentials. A
    GL-4 lubricant provides adequate protection for most
    manual transmissions, unless a unique design
    consideration requires the extra protection of a GL-5.
    The reason that many manufacturers have made
    recommendations of motor oils or ATFs is that petroleum
    80W gear oils frequently do not shift well at low
    temperatures. Motor oils and ATFs are much more fluid
    at lower temperatures and they are not corrosive toward
    synchros, but they provide very poor gear protection.
    These lubricants provide almost no extreme-pressure
    protection. In addition, petroleum multigrade motor oils
    and ATFs have very poor shear stability. The shearing
    action by a manual transmission on thickeners is much
    worse than in an engine or automatic transmission.
    Within 5,000 miles the thickeners can be rendered
    ineffective and the transmission will be operating on a
    much reduced level of protection, as shown in the graph
    below. In hot weather these transmissions will whine
    and rattle because of poor vibration dampening and
    metal contact. Red Line MTL and MT-90 provide the
    excellent gear protection of a GL-4 gear oil in a synthetic
    lubricant which spans hot and cold temperatures and will
    not shear or oxidize with use.

    Red Line MTL may be used in transmissions which
    recommend 75W, 80W, or 85W GL-4 gear oils, or SAE
    30 or 5W/10W30 motor oils. If a 90W GL-4 or SAE 40,
    10W40, or 15W40 is required, MT-90 may be used. If the
    transmission or transaxle requires an SAE 90 GL-5 gear
    oil, then Red Line 75W90NS or 75W140NS Gear Oil
    may be used. In transmissions which recommend Dexron
    or Mercon fluids we recommend our D4 ATF which is
    very similar to the MTL, being a GL-4 Gear Oil also. The
    D4 ATF will provide better low-temperature shiftability,
    and the MTL would provide better wear protection for
    racing use. MTL is not designed for use in rear-wheel
    drive differentials. Those generally require a GL-5 lubricant
    such as Red Line 75W90 Gear Oil. It is not necessary
    to flush the transmission before replacing with MTL.
    Remove the drain plug and drain while warm. Seal
    compatibility has been designed to be similar to petroleum
    lubricants, and leakage should be no greater than
    any other oil of comparable viscosity. Being formulated
    with extremely stable synthetic basestocks, MTL and
    MT-90 will last much longer than conventional petroleum
    lubricants. However, we do not recommend extended
    drain intervals, since without a filtration system, there is
    no way to remove metal shavings other than draining the
    lubricant. The regular maintenance intervals are also
    recommended to insure that the proper level of the fluid
    is maintained.

    Red Line Oil's MTL and MT-90 are designed to provide excellent protection and improved shiftability for manual transmissions and transaxles, having cured the problem of hard shifting in thousands of transmissions with shifting troubles. How? They have the appropriate coefficient of friction for most manual transmission synchronizers (many gear oils, engine oils, and ATFs are too slippery for proper synchro engagement). And, the wide viscosity of MTL and MT-90 allow proper shifting over the entire temperature range which the transmission will experience. The synthetic base oils used have a very high viscosity index which provides relatively constant viscosity as temperature changes. MTL is a low 70W at very low temperatures and a high 80W, nearly an 85W, at elevated temperatures, providing adequate viscosity to prevent wear and deaden gear noise. MT-90 is a thicker 75W90 version of MTL. The shear stability and oxidation stability of these products are excellent, thus the physical characteristics of Red Line MTL and MT-90 will change little with use.


    The MT-90 is a 75W90 GL-4 Gear Oil that’s slightly heavier than MTL. Provides excellent protection of gears and synchronizers and its balanced slipperiness provides a perfect coefficient of friction, allowing easier shifting.

    6100 Egret Court
    Benicia, CA 94510
    (707) 745-6100



    ================================================== ================

    Also found a place to get the STA API/GL4 gear oil. Less than $20 delivered to my door for 2 qts. Have you heard anything about this oil? Thanks, Jim

    STALUBE WEBSITE: http://www.doityourself.com/invt/6844120

    32Oz 85W90 Sta-Lube Gear Oil

    Product Description
    Gear Oil Multipurpose - Hypoid 90 Api/Gl-4 ``Sta-Lube`` Quart Bottle Weight=Sae 85W90
    Low pour points and high temperature properties to provide lubrication over a wide temperature range. Versatile, contains anti-rust and anti-wear EP additives to provide corrosion protection in drives and hypoid gears. Dark oily substance with faint petro leum odor. Plastic-safe.
    Product Details

    Price From: $5.90
    Manufacturer: Crc Industries
    Model Number: SL24229
    UPC Number: 072213242294

    ================================================== ========



    Sulfur (S) and phosphorus (P) are the primary ingredients in Extreme Pressure (EP) additives. The higher levels of EP additive in GL-5 fluids facilitate greater load and shock protection. However, controlling corrosion caused by certain reactive forms of S and P was an issue, so GL-5 oils that contained the highest levels of EP additive were not considered suitable for use in gear boxes that contained soft yellow (brass, bronze, etc.). The solution in the past was to lower the amount of EP additive (and thus, S and P) resulting in a GL-4 lube. In the last few years, more stable forms of S and P have become available and other additives have been developed that supplement the performance of lower levels of traditional EP additive. It is now possible to have a non-corrosive gear lube with GL-5 extreme pressure performance. Royal Purple Max Gear is a non-corrosive formulation (for yellow metal syncros) with extremely high load carrying capability. It is therefore suitable for use in applications (Muncie included) calling for a GL-4 or GL-5.

    So, it is perfectly safe to use Max Gear in your Muncie transmission. We also recommend it for your 12-Bolt and you do not need to add any limited-slip additive. It's already in the formulation.

    Thank you for inquiring about Royal Purple and have a great day.

    Best Regards,

    Tech Services
    Royal Purple, Inc.
    1 Royal Purple Ln.
    Porter, TX 77365
    Last edited by a moderator: Jun 7, 2017
  3. chromebumpers

    chromebumpers solid fixture here in the forum Staff Member

    OP says he does not have the Hurst shifter.
    I don’t get why the shifter wouldn’t have adjuster nuts if it was was a stock trans (according to op)
    Any early “stock” Muncie I ever seen has adjuster nuts at the shifter end of the shifter rods.
    A few words have changed but you also covered my instructions that are the same published every so often in Chevy Power mag and Hot Rod mag.
  4. Grumpy

    Grumpy The Grumpy Grease Monkey mechanical engineer. Staff Member

    yeah, the shifters are generally not all that difficult to adjust,
    once you understand the shifter linkage rods must not be putting any tension,
    on the transmission shiftier arms ,or the shifter ,in the neutral position,
  5. chromebumpers

    chromebumpers solid fixture here in the forum Staff Member

    I wonder how many people know about the simple rod placement to the second hole on the Muncie shifting lever to shorten the 2 - 3 shift gate “H” zig zag? I have return to edit this photo to insert pointers - as soon as I can figure out how to do it.

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