I'm thinking that I don't have the vertical shift lever adjusted on the splined horizontal rod correctly.. (car is yet to be driven after restoration). It seems to take quite a lot of effort to get it all the way over to the 1/R side. It's been too long since I owned my last 914 to remember exactly how it's suppose to feel. But I do not remember it taking this much effort. So, when the lever is at rest, would you say it sits in the middle (of neutral's left to right plane) or that it favors either L or R ? I mean the middle seems logical I guess, and I probably just have it mal-adjusted.

I installed the shifter many months back always intending to revisit the subject before first start up - which is quickly approaching

Doesn't the 1/R "plane" require the spring-loaded shift plate in the lever mounting flange to be pushed over against the springs?

Did you put two or four springs in the flange?

I believe (and may be wrong!) that you slide the lever over till it just hits the plate and that position is "centered" for 2/3. adjust depth and you should be able to hit all 6 gear positions.

Most cars have some form of reverse "detent".
The 914 uses this same "detent" for both reverse and 1st gear.

That's how I had mine adjusted too. Lever against the spring loaded stop plate would have been the 2-3 plane. Two springs setup at the shifter and it was easy to get in 1st reverse. 4 spring is quite harder.

After modifying the tail end of the shift linkage (firewall to gearbox) with the double support at the gearbox shift console and double steering U-joints, the rear mechanism was very smooth and resistanceless. Actually, this rear shift likage upgrade made the movement so easy that when pushing the level out of 1st gear, I had to "catch" it and and push it up in 2nd because the two springs would push the level all the way to the 4-5. I kept on going from 1st to 4th...

This made me realize that this upgrade would benefit of a central positioning shifter design such as the Rennshift with springs on both side option.

OK confession time - I knew nothing about a 4 spring mod. and also can not find it in a search. I do not remember any extra springs from when I installed it - but also wasn't really looking tbh. I will look and see though. Anyone got a thread link, that would be great. Hmm, maybe this particular shifter has been altered by a previous owner to include 4 springs.

But basically what I think you guys are saying (and kind of what I remember) is that the lever at rest is at the 2/3 area with little to no resistance to the R of it, and the spring(s) keeping it from 'resting' anywhere to the L of 2/3 .. I need to go back to my car and note exactly what the shifter is doing, as I started this thread on just a memory of it being off somehow. Thanks for the info guys!

The 3rd and 4th springs are included in the short shift kit. You have to drill 4 new holes. The shifter base is tough stuff. Eats bits like crazy. I gave up, The detent plate was spent and the shift lever was worn half way through.

You have it correct!
In most sportscar racing 1st is only used for launch and Porsche set the detent that way.
Makes it HARD to miss the 3-4 upshift and stick it back into first.

Setting it up this way ALSO made it hard to select reverse as well.

My 98 E36 M3 has a failure point internally in the transmission due to doing this detent BS differently.

That has a normal pattern and the "MONEY SHIFT" is sticking it back into 1st when you want third at WFO in second. The tranny is TOUGH! It goes back into first and destroys the engine at 15K!
You're LUCKY if it just chucks the T-chain and bends all the valves; normally it takes everything!

I fixed that shit in mine...

Once out of R/1 the plate acts as a guide for 2/3. Spent plate and worn lever can make for grinding. It jumps out of R/1 and engages 2 with no problem. As long as the clutch is adj properly.

In my sig below is a link to my notes which include shifter adjustment and explanation.