6G Celicas Forums

What's the point of two? There's a spring return.
I went into my local Toyota workshop and they came up with nothing, no schematics or parts left in production...

Dunno if my google differs from yours, but I spent a good hour browsing for pictures of the installation or some account for it, but all I find are aftermarket ones and a lot of comments about how you don't need it. That's fine but I want it.

So if you managed to google a picture or similar that shows och explains the installation, would you be a pal and post a link here?

So the hypothesis is that the drivetrain has dropped causing the gear linkage to pull towards neutral? Sounds like you would experience resistance at the end of the motion in the shifter when engaging 4th in that case?
Also, if the same phenomenon is present with 3rd gear it's contradictive of this as 3rd and 4th are in the same gate, that is if the gear linkage pulls towards neutral from 4th, it would pull into 3rd from neutral as well.

Synchronizers are self-locking when fully engaged and torque is applied due to the back-taper of the synchronizer teeth, so a well functioning gearbox will pull into gear upon acceleration, not out. Sounds like there might be extensive wear on the coupling disc and sleeve back-taper.
This might occur if the driver pulls the shifter out of gear without fully disengaging the clutch, grinding the two back-tapers and wearing them down, for example when pulling very rapid gearchanges during "enthusiastic" driving so to say. Or an inexperienced driver who has an off timing between clutch end gear..?
It will take abuse of this kind over a period of time though, the taper is small, typically 4°, but the teeth are hardened.

You could try parking your car facing up a small gradient with 4th gear engaged. When you have turned your Engine off, and come off the brake, your car will roll an inch or so backwards, this is the drivetrains play. Now if you've parked at too much of a gradient, gravity will pull your car further, turning the engine over, if this happens find a new hill.
While stationary, try pulling the shifter into neutral without depressing the clutch. You should experience a lot of resistance and probably not be able to pull it into neutral without force. If it comes out easily though (be prepared with the brake) the back-taper on the coupling cone and sleeve are worn and the synchronizers 3rd-4th will need replacing.

Is it just during acceleration, or during engine braking as well? If so, then the back-taper on the opposite side of the coupling teeth are worn as well, you can test this the same way but facing down instead of up the hill.
In any case, it's a matter of exchanging the synchronizers.

Hi all,

I'm brand spanking new to this forum, as I recently acquired a -95 GT4 ST205. No stranger to 6th gens though, as I've owned a GT previously.

Anyhow, I've searched the forums a bit but can't seem to find what I'm looking for: The previous owner decided it would be cool to install an aftermarket BOV from HKS, a noisy bit of kit that's really not my cup of tea. Fortunately he kept the factory BPV, but I'm unsure about the interfaces, why does there appear to be two vacuum ports? One slightly smaller than the other.
This might very well be common knowledge, but could someone please account for the interfaces on this?

Thanks!