I stand corrected 659FBE,

it is a rod change,

nevertheless,

The rod does operate a quadrant or bell crank,

Which in turn pivots on a bush.stud screwed int the top of the box,

Which then connects via U/J to the selector/s

And experience of a number of these leads me to suspect the bell crank bushes.

Taxis,and high milage ones at that but it's a no cost test and a starting point.

I even taped one up insulting tape and greased it as a stop gap until Monday,

Not ideal but taxi drivers don't like loosing fares!

A no cost check.

And again from experience,failure of the release bearing which is under the pressed steel plate on the far outer emd of the gesrbox.

Or the push rod that operates from it right down the center of the box.

Usual symptoms are as O/P plus fluid leak from the slave as it overextends.

But for preferance I like to check things that don't cost me or my customers money first.

So watching a bell crank while an assistant works the gears can't hurt.

Sorry hardway, you're describing an old generation VAG transverse transmission with a clutch pushrod. The Mk1 Superb is completely different and bears no relation to this in any form whatsoever. Mechanically, it's a B5.5 Passat/A4 Audi. The engine and gearbox are longitudinally mounted in the chassis.

The gearchange rod goes straight into the transmission - there's nothing else visible other than the reaction rod to the shift lever boss. All of the remaining linkage and selectors are inside the transmission and are clean and lubricated. The selector shafts even have ball bearing bushes for low wear and friction. These (5 speed) transmissions don't give trouble.

The hydraulically actuated clutch (with DMF) is fully conventional with a slave cylinder on top of the transmission.

659.