Project GD STI, Fixing all the Details!

The shift stabilizer bushing is hard urethane and has more engagement area to support the shift rod better.  The stock rubber bushing has way less engagement of the shift rod, is made of soft rubber, and is old and deteriorated.

So when removing the shift linkage, there is no room for the bolt to come out. Cobb suggests that you drop the cross member and lower it to get clearance to remove the bolt. We found that it was easier to remove the 3 bolts that hold the linkage bracket to make the room.

The new Cobb bushing is in place.  It fits really nicely with no binding like many urethane shifter bushings.

The shift stabilizer bushing fits really nicely and the shift stabilizer rod slides back and forth with no binding.


  1. I don’t think you are correct about the surge tank being mounted higher than the factory one. It’s mounted lower than the top of the cobb AF box and the stock is mounted almost level with the top of the intake plenum.

    It looks nice no doubt but it’s not higher than the stock one.

    1. We had a stock STI in the shop that I could actually measure and you are right, the top of the OEM tank is higher. The bottom of the IAG tank when the hoses attach is higher than the OEM tank bottom. The main reason we used it is to clear the process west intake manifold. Thank you for pointing this out and I edited the story to reflect this.

  2. Hi Mike!
    Do you think the lack of increased NVH from the IAG mounts maybe because of the increased chassis stiffness from the Cusco bracing? It would be interesting to test this out with and without the braces.

      1. Apologies, I did not mean for you to test it yourself, as I am aware you must have a busy schedule. I was just thinking out loud as that would be an interesting data point to test in the future ( possibly by me ). I do appreciate theses awesome articles you and your team have put together for free and I am building my STi very close to your build which is why I love to geek out on this stuff 🙂

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