TREMEC Ford TKX 5-Speed Transmission | 2.87 First, 0.68 Overdrive | 26-Spline

Key Features

• 600 lb-ft torque capacity with 7,500 RPM shift capability and 8,000 RPM engine speed rating
• Gearing ratio (2.87, 1.89, 1.28, 1.00, 0.68) - deep overdrive drops highway RPM for improved cruising
• 26-spline input shaft (1-1/8-inch diameter), 31-spline output shaft
• Compact end-loaded case design fits most transmission tunnels without floor modifications
• Ribbed 3-piece housing (main case, intermediate plate, rear extension) for structural stiffness
• Multi-cone synchronizers with sintered carbon/bronze hybrid rings for smooth high-RPM shifts
• ASTM 4615 special-grade steel gears and shafts with caged needle bearings in all gear positions
• 7.21-inch Ford input shaft length - bolts to Ford TKO/4-speed bellhousing pattern
• 0.670-inch pilot tip with 1.430-inch OD throwout bearing guide tube
• Built-in reverse light switch (left side) and cruise control safety switch (right side)
• Dual speedometer outputs: mechanical 7-tooth Ford gear (adaptable to GM) plus OSS two-wire analog sensor
• Two shifter locations are standard; mid-position kit available separately
• High-performance billet aluminum short-throw shifter included
• Shifter Stub Locations: center line, 12.68”, 16.75” or 19.52” back from the bellhousing face
• Gaskets at all mating surfaces eliminate fluid leaks
• 99 lbs dry weight; 2.7-quart fluid capacity

Overview

If you are making over 400 horsepower and need to upgrade from a tired four-speed, the TREMEC TKX delivers everything your Ford build demands. Unlike repurposed OE transmissions, the TKX was engineered from the ground up specifically for the aftermarket - designed to handle serious power while fitting into classic Mustangs and other vintage Fords without the floor surgery typically required by larger transmissions.

The end-loaded case design is the key to the TKX's compact footprint. TREMEC eliminated the traditional side-loading architecture, resulting in a slimmer, more streamlined case that clears tight transmission tunnels. The three-piece ribbed aluminum housing (main case, intermediate plate, and rear extension) delivers outstanding structural stiffness while reducing overall weight to just 99 lbs dry. Fewer case seams mean fewer potential leak points, and gaskets at all flanges simplify installation.

Inside, the TKX punches well above its weight class. Wide gear widths increase gear life and torque capacity, while tapered roller bearings on the input, output, and countershafts reduce noise and improve durability. Caged needle bearings on the mainshaft optimize performance at all gear positions. The internal three-rail shift system provides robust, precise gear engagement, and the rear mainshaft support bushing has been relocated closer to the gearbox for improved support. Hybrid triple-cone synchronizers made from sintered bronze and carbon deliver smooth, notch-free shifts even at 7,500 RPM.

This close-ratio configuration (2.87 first gear with 0.68 overdrive) keeps your engine in its powerband during spirited driving while dropping highway RPM for improved fuel economy and reduced wear. Short input shaft kits are available for Ford 3-speed and 4-speed bellhousing applications. Made from 100% brand-new OEM-quality components.

What's Included

• TREMEC TKX 5-speed transmission assembly (TCET17765) with 2.87/1.89/1.28/1.00/0.68 gear ratios
• Gaskets for all mating surfaces
• Built-in reverse light switch (left side)
• Built-in cruise control safety switch (right side)
• High-performance short-throw billet aluminum shifter
• Mechanical speedometer drive gear (7-tooth Ford pattern)
• OSS two-wire electronic speedometer sensor (built-in)
• MDL extended warranty: manufacturer warranty plus 1 additional year with 1-year grace period
• Lifetime technical support from MDL

TREMEC Ford TKX 5-Speed | 3.27 First, 0.72 OD | 26-Spline Input, 31 Spline Output

Key Features

• 600 lb-ft torque capacity with 7,500 RPM shift capability and 8,000 RPM engine speed rating
• Gearing ratio (3.27, 1.98, 1.34, 1.00, 0.72) balances strong launches with relaxed highway cruising
• 26-spline input shaft (1-1/8 in. diameter) and 31-spline output shaft for added strength
• Compact end-loaded case design fits most transmission tunnels without floor modifications
• Ribbed 3-piece housing (main case, intermediate plate, rear extension) for structural stiffness
• Multi-cone synchronizers with sintered carbon/bronze hybrid rings for smooth high-RPM shifts
• ASTM 4615 special-grade steel gears and shafts with caged needle bearings in all gear positions
• Ford TKO/Toploader bellhousing bolt pattern - direct upgrade path from 4-speeds
• 7.21-inch Ford input shaft length 0.670-inch pilot tip with 1.430-inch OD throwout bearing guide tube
• Built-in reverse light switch (left side) and cruise control safety switch (right side)
• Dual speedometer outputs: mechanical 7-tooth Ford gear (adaptable to GM) plus OSS two-wire analog sensor
• Gaskets at all mating surfaces eliminate fluid leaks
• High-performance short-throw billet aluminum shifter included
• Shifter Stub Location: 16.75” or 19.52” back from the bellhousing face
• 99 lbs dry weight; 2.7-quart fluid capacity

Description

If you are making over 400 horsepower and need to upgrade from a tired four-speed, the TREMEC TKX delivers everything your Ford build demands. Unlike repurposed OE transmissions, the TKX was engineered from the ground up specifically for the aftermarket - designed to handle serious power while fitting into classic Mustangs and other vintage Fords without the floor surgery typically required by larger transmissions.

The end-loaded case design is the key to the TKX's compact footprint. TREMEC eliminated the traditional side-loading architecture, resulting in a slimmer, more streamlined case that clears tight transmission tunnels. The three-piece ribbed aluminum housing (main case, intermediate plate, and rear extension) delivers outstanding structural stiffness while reducing overall weight to just 99 lbs dry. Fewer case seams mean fewer potential leak points, and gaskets at all flanges simplify installation.

Inside, the TKX punches well above its weight class. Wide gear widths increase gear life and torque capacity, while tapered roller bearings on the input, output, and countershafts reduce noise and improve durability. Caged needle bearings on the mainshaft optimize performance at all gear positions. The internal three-rail shift system provides robust, precise gear engagement, and the rear mainshaft support bushing has been relocated closer to the gearbox for improved support. Hybrid triple-cone synchronizers made from sintered bronze and carbon deliver smooth, notch-free shifts even at 7,500 RPM.

This close-ratio configuration (3.27, first gear with 0.72 overdrive) keeps your engine in its powerband during spirited driving while dropping highway RPM for improved fuel economy and reduced wear. Short input shaft kits are available for Ford 3-speed and 4-speed bellhousing applications. Made from 100% brand-new OEM-quality components.

What's Included

• TREMEC TKX 5-speed transmission assembly (TCET18085) with 3.27/1.98/1.34/1.00/0.72 gear ratios
• High-performance short-throw billet aluminum shifter
• Gaskets for all mating surfaces
• Built-in reverse light switch (left side)
• Built-in cruise control safety switch (right side)
• Mechanical speedometer drive gear (7-tooth Ford pattern, adaptable to GM)
• OSS two-wire analog speedometer sensor
• MDL extended warranty: manufacturer warranty plus 1 additional year with 1-year grace period
• Lifetime technical support from MDL

TREMEC Ford TKX 5-Speed | 2.87 First, 0.81 OD | 26-Spline Input, 31 Spline Output

Key Features

• 600 lb-ft torque capacity with 7,500 RPM shift capability and 8,000 RPM engine speed rating
• Gearing ratio (2.87, 1.89, 1.28, 1.00, 0.81) balances strong launches with relaxed highway cruising
• 26-spline input shaft (1-1/8 in. diameter) and 31-spline output shaft for added strength
• Compact end-loaded case design fits most transmission tunnels without floor modifications
• Ribbed 3-piece housing (main case, intermediate plate, rear extension) for structural stiffness
• Multi-cone synchronizers with sintered carbon/bronze hybrid rings for smooth high-RPM shifts
• ASTM 4615 special-grade steel gears and shafts with caged needle bearings in all gear positions
• Ford TKO/Toploader bellhousing bolt pattern - direct upgrade path from 4-speeds
• 7.21-inch Ford input shaft length 0.670-inch pilot tip with 1.430-inch OD throwout bearing guide tube
• Built-in reverse light switch (left side) and cruise control safety switch (right side)
• Dual speedometer outputs: mechanical 7-tooth Ford gear (adaptable to GM) plus OSS two-wire analog sensor
• Gaskets at all mating surfaces eliminate fluid leaks
• High-performance short-throw billet aluminum shifter included
• Shifter Stub Location: 16.75” or 19.52” back from the bellhousing face
• 99 lbs dry weight; 2.7-quart fluid capacity

Description

If you are making over 400 horsepower and need to upgrade from a tired four-speed, the TREMEC TKX delivers everything your Ford build demands. Unlike repurposed OE transmissions, the TKX was engineered from the ground up specifically for the aftermarket - designed to handle serious power while fitting into classic Mustangs and other vintage Fords without the floor surgery typically required by larger transmissions.

The end-loaded case design is the key to the TKX's compact footprint. TREMEC eliminated the traditional side-loading architecture, resulting in a slimmer, more streamlined case that clears tight transmission tunnels. The three-piece ribbed aluminum housing (main case, intermediate plate, and rear extension) delivers outstanding structural stiffness while reducing overall weight to just 99 lbs dry. Fewer case seams mean fewer potential leak points, and gaskets at all flanges simplify installation.

Inside, the TKX punches well above its weight class. Wide gear widths increase gear life and torque capacity, while tapered roller bearings on the input, output, and countershafts reduce noise and improve durability. Caged needle bearings on the mainshaft optimize performance at all gear positions. The internal three-rail shift system provides robust, precise gear engagement, and the rear mainshaft support bushing has been relocated closer to the gearbox for improved support. Hybrid triple-cone synchronizers made from sintered bronze and carbon deliver smooth, notch-free shifts even at 7,500 RPM.

This close-ratio configuration (2.87 first gear with 0.81 overdrive) keeps your engine in its powerband during spirited driving while dropping highway RPM for improved fuel economy and reduced wear. Short input shaft kits are available for Ford 3-speed and 4-speed bellhousing applications. Made from 100% brand-new OEM-quality components.

What's Included

• TREMEC TKX 5-speed transmission assembly (TCET18084) with 2.87/1.89/1.28/1.00/0.81 gear ratios
• High-performance short-throw billet aluminum shifter
• Gaskets for all mating surfaces
• Built-in reverse light switch (left side)
• Built-in cruise control safety switch (right side)
• Mechanical speedometer drive gear (7-tooth Ford pattern, adaptable to GM)
• OSS two-wire analog speedometer sensor
• MDL extended warranty: manufacturer warranty plus 1 additional year with 1-year grace period
• Lifetime technical support from MDL

Key Features

• Short-throw design delivers crisp, precise shifts for TKX-equipped builds
• 1" or 1.5" backward offset positions shifter in factory location
• Precision-machined billet aluminum construction reduces weight
• 7/8 in. on-center mounting pattern fits most aftermarket shift levers
• Belleville washer detent system provides positive feedback for clean 2-3 shifts
• High-temperature lower dust boot seals transmission from contamination
• No-stops design allows easy servicing of the shifter when needed
• Rear shifter position with rear socket configuration
• Proudly crafted 100% in the USA

Description

Swapping a TREMEC TKX into your classic Mustang delivers modern shifting performance and 600 lb-ft torque capacity, but getting the shifter in the right spot can be a challenge. The Qwik Stik solves that problem with a precision-machined assembly that positions your shift lever exactly where Ford originally intended it to be in '65-'73 Mustangs.

The engineering starts with billet aluminum plates that mount directly to the TKX transmission case, eliminating guesswork and shimming. The 1" or 1.5" backward offset brings the shifter stub into the factory console location, maintaining proper ergonomics without hacking up your tunnel or console. Belleville washers provide the detent feel that makes 2-3 shifts crisp and confident under aggressive driving. Unlike designs that rely on internal stops, this stopless configuration simplifies maintenance when servicing is required.

The 7/8 in. on-center mounting pattern on the shifter stub accepts most aftermarket shift levers, so you can run the lever and knob that fits your build. A high-temperature lower dust boot protects the transmission internals from debris and contamination. Mount up, attach your shift lever, boot, and knob, and you are ready to go.

Engineered specifically for 1965-1973 Mustangs running TREMEC TKX transmissions. Proudly crafted 100% in the USA with lifetime technical support from Modern Driveline.

Kit Includes

• Precision-machined billet aluminum shifter base plate - anodized finish
• Shifter stub assembly with 7/8 in. on-center mounting
• Belleville washer detent system
• High-temperature lower dust boot
• Mounting hardware
• Lifetime technical support

Key Features

• TREMEC model TCCM1899 / Ford Performance part number M-6392-M46
• Direct bolt-up to TREMEC 3550, TKO-500, TKO-600, and TKX transmissions - no adapters required
• Cast aluminum construction with all factory mounting positions
• 7:00 o'clock fork position for optimized header clearance
• Compatible with cable clutch release, internal hydraulic throwout bearings, and external slave cylinders
• Fits Ford 4.6L, 5.0L 4V Ti-VCT (Coyote), and 5.4L modular engines
• Made in the USA

Description

Upgrading your Ford Modular V8 to a TREMEC 5-speed? Factory Ford transmissions use a different bolt pattern than TREMEC units, making a proper bellhousing essential for any modular-to-TREMEC conversion. This Ford Performance cast aluminum bellhousing (M-6392-M46 / TREMEC TCCM1899) provides direct bolt-up compatibility between 4.6L, 5.0L 4V Ti-VCT, and 5.4L modular engines and TREMEC 3550, TKO-500, TKO-600, or TKX transmissions - no cutting, grinding, or adapter plates required.

Cast aluminum construction keeps weight down while maintaining OEM-level durability for street builds. All factory mounting positions are retained for straightforward installation, though minor modifications may be required for transmission clearance in some vehicle applications. The 7:00 o'clock fork opening position provides optimal clearance around long tube headers while maintaining proper clutch geometry.

This bellhousing supports multiple clutch actuation methods. Factory cable setups bolt right in, while internal hydraulic throwout bearings and external slave cylinders mount without modification. Whether you're building a street cruiser or track car, the versatility accommodates your preferred clutch release system.

Requires block plate MD-401-1106 for complete installation. Can also be used with Ford Performance starter index plate M-7007-A, clutch release lever M-7515-A, and bellhousing installation kit M-7771-A. Made in the USA with Ford Performance quality standards.

What's Included

• Cast aluminum bellhousing (Ford Performance M-6392-M46 / TREMEC TCCM1899)
• Clutch lever pivot
• Clutch lever cover and Hardware

Key Features

• Spun steel cone construction - not stamped or rolled - delivers twice the strength of conventional steel bellhousings while work hardening to over 80,000 PSI
• 6.925-inch depth clears 164-tooth flywheel with 11-inch clutch; transmission bore of 4.685/4.910 inches
• Lightweight 20-pound construction without sacrificing protection or dimensional stability
• Maintains pinpoint engine-to-transmission alignment through entire RPM range, eliminating drivetrain wear from bellhousing flex
• Patent pending on 16 points of bellhousing design and manufacturing process
• Universal fork bracket accommodates both diaphragm and cable-operated linkage
• 100% Made in the USA with Grade 8 hardware included

Description

When you're mating a Ford Modular engine to a TREMEC transmission, the bellhousing is the critical link that determines whether your drivetrain operates with precision or suffers from alignment issues that accelerate wear on input shaft bearings, pilot bushings, and clutch components. This QuickTime bellhousing eliminates those problems with spun steel cone construction that delivers dimensional accuracy lesser housings simply cannot match.

Unlike stamped or rolled bellhousings that can flex under load and lose concentricity, QuickTime's proprietary spin-forming process produces a cone that work-hardens to over 80,000 PSI - more than twice the strength of other steel bellhousings. That strength-to-weight ratio allows QuickTime to deliver a 20-pound bellhousing that keeps your engine and transmission in perfect alignment throughout the entire RPM range. The result is reduced drivetrain wear, smoother clutch engagement, and improved power transfer.

This bellhousing connects 4.6L, 5.0L (Coyote), 5.4L, 5.8L, and 6.2L Ford Modular engines to Ford TKX, TKO 500-600, TR3550, and T5 Mustang transmissions. With 6.925 inches of depth, it clears 164-tooth flywheels paired with 11-inch clutches. The universal transmission bore (4.685/4.910 inches) ensures proper fit across the supported transmission range. Universal shifter fork brackets work with both diaphragm and cable-operated linkage.

QuickTime was founded by former race car driver Ross McCombs, who developed his own bellhousings to withstand the rigors of dirt track racing. That racing DNA shows in every detail - from the patent-pending 16-point design to the Grade 8 hardware included with every kit. For SFI-certified applications, see part numbers RM-6081 and RM-6082.

What's Included

• QuickTime spun steel bellhousing, black painted finish
• Full engine block plate
• Pivot ball
• Universal fork brackets (for diaphragm or cable-operated linkage)
• Grade 8 mounting hardware
• Installation instructions
• Lifetime technical support from MDL

Key Features

• 0.080-inch steel construction for durability and flywheel/clutch containment
• Positions starter for precise ring gear alignment - eliminates grinding and premature wear
• Fits Ford Modular 4.6L, 5.0L Coyote, and 5.4L engines with manual transmissions
• Works with aluminum bellhousings for T45, 3650, and T56 Magnum transmissions
• Bolt-on installation - no modifications required to block or bellhousing
• Equivalent to Ford Racing M-7007-A specification
• Made in the USA

Description

Proper starter-to-flywheel alignment is non-negotiable on Ford Modular engines running manual transmissions. Misalignment causes grinding engagement, premature starter failure, and ring gear damage - problems that only get worse over time. This steel starter index plate solves the issue by positioning the starter precisely where it needs to be for clean, consistent engagement every time.

The plate installs between the engine block and bellhousing, indexing the starter to ensure optimal starter drive to flywheel ring gear alignment. Built from 0.080-inch steel, the plate provides the strength needed to help contain flywheel or clutch breakage while maintaining that critical starter position under all operating conditions. The steel construction also protects the engine block face from direct contact with the bellhousing.

Engineered specifically for Ford Modular 4.6L, 5.0L Coyote, and 5.4L engines, this plate works with aluminum bellhousings for T45, 3650, and T56 Magnum transmissions. Installation is straightforward bolt-on - no modifications to the bellhousing or engine block required. Equivalent to Ford Racing M-7007-A, so you get OEM-spec fitment and performance. Note: Does not fit the Ford GT supercar application.

What's Included

• Steel starter index plate (0.080-inch thick, natural finish)

Key Features

• Transmission-to-bellhousing bolts sized specifically for Ford modular aluminum bellhousings
• Correct bolt lengths for aluminum bellhousing applications - different than steel bellhousing kits
• Complete mounting hardware for TREMEC TKX to aluminum bellhousing interface
• Eliminates guesswork when pairing TKX with Ford 4.6L, 5.0L Coyote, or 5.4L modular engine bellhousings

Description

Factory T-5 and stock Ford transmission hardware won't work when you're bolting a TREMEC TKX to a modular aluminum bellhousing - the bolt lengths are simply wrong for the application. This dedicated hardware kit solves that problem by providing transmission-to-bellhousing bolts engineered specifically for the aluminum bellhousing interface found on Ford modular engine conversions.

Why does bellhousing material matter for bolt selection? Aluminum bellhousings have different flange thicknesses than their steel counterparts, requiring specific bolt lengths to achieve proper thread engagement without bottoming out. Using the wrong hardware risks either inadequate clamping force or mechanical interference - neither of which you want in a drivetrain connection.

This kit is designed to complement Ford modular aluminum bellhousings (like the Ford Performance M-6392-M46) when paired with a TREMEC TKX transmission. Note that some bellhousing manufacturers include transmission-to-bellhousing bolts with their bellhousing - in those cases, this kit provides the remaining hardware your installation requires. If you're running a steel bellhousing, see our steel bellhousing hardware kit instead.

What's Included

• Transmission-to-bellhousing mounting bolts (aluminum bellhousing specific lengths)

Key Features

• Bolt lengths sized specifically for steel bellhousing applications - not interchangeable with aluminum bellhousing hardware
• Grade 8 steel construction for maximum clamping force and durability
• Hardened washers included for proper load distribution across mounting surfaces
• Complete hardware set for attaching Ford TKX transmission to steel bellhousings
• Compatible with QuickTime and Lakewood steel scatter shields for Ford applications
• Made in the USA

Description

When upgrading to a TREMEC TKX 5-speed transmission, factory T5 transmission-to-bellhousing bolts are incompatible with TKX applications. This hardware kit provides the correct bolt lengths and grade specifically engineered for steel bellhousing installations on Ford applications. Steel bellhousings require different bolt lengths than aluminum bellhousing kits - using the wrong hardware can result in improper engagement, case damage, or unsafe mounting conditions.

This MDL hardware kit solves the sourcing headache by providing the exact fasteners needed for your steel bellhousing installation. The Grade 8 bolts deliver the clamping force necessary to handle the TKX's 600 lb-ft torque capacity, while hardened washers ensure even load distribution across the bellhousing mounting flange. Proper hardware is critical - never use transmission-to-bellhousing bolts to draw or pull the transmission up to the bellhousing, as damage to the pilot bearing and transmission case ears may result.

This kit is designed for use with popular steel scatter shields including QuickTime and Lakewood bellhousings for Ford small block applications paired with the TKX transmission. When installing, ensure the transmission is fully seated by hand against the bellhousing before torquing fasteners to specification. Made in the USA with lifetime tech support from MDL.

What's Included

• Grade 8 steel transmission-to-bellhousing bolts (sized for steel bellhousing applications)
• Hardened steel washers
• Lifetime tech support from MDL

Key Features

• Authentic OEM appearance matches original 1967-68 Mustang shift knobs
• Modern 5-speed shift pattern for TREMEC TKX, TKO, or T-5 conversions
• 1/2"-20 thread pitch fits original OEM shifter levers
• Round black plastic construction replicates factory materials
• White painted shift pattern for clear gear position identification
• Includes jam nut for secure installation
• Made in the USA

Description

Upgrading your classic Mustang to a modern 5-speed transmission shouldn't mean sacrificing the factory look of your interior. This OEM appearance shift knob delivers the authentic styling of the original 1967-68 Mustang knob while incorporating a clearly marked 5-speed shift pattern--perfect for TREMEC TKX, TKO, or T-5 conversions.

Manufactured by Scott Drake, this shift knob is constructed from the same black plastic material as the original factory knobs, featuring a round profile with a white painted shift pattern that matches the period-correct design language. The familiar shape and finish blend seamlessly with your Mustang's interior, letting you enjoy modern drivetrain performance without the visual mismatch of an aftermarket knob.

The knob threads directly onto original OEM shifter levers using the factory 1/2"-20 thread pitch--no adapters or modifications required. This ensures proper fitment and the correct feel that matches how Ford designed these cars from the factory. A jam nut is included for secure installation.

Compatible with 1967-1968 Ford Mustang and Mercury Cougar applications using OEM shifter levers. Made in the USA to ensure quality and fitment standards.

What's Included

• One round black plastic shift knob with 5-speed pattern
• White painted shift pattern graphics
• Jam nut for secure installation
• 1/2"-20 internal threads for OEM shifter lever fitment

Key Features

• Black high-impact polymer resin with subsurface 5-speed pattern graphics that cannot wear off
• Brass master insert exceeds industry specs: 200 lb/ft static pull and 20 lb/ft twist torque
• Precision machined and polished to a high-gloss finish
• 3/8"-16 thread fits most aftermarket shifters
• 4-ounce weight for balanced shift feel
• Includes jam nut for secure installation
• Made in the USA

Description

This black 5-speed shift ball delivers the period-correct look and feel of the classic knobs used in the muscle car era. Whether you're finishing a concours-quality restoration or building a street machine that gets driven hard, this shift ball combines authentic styling with materials engineered to handle real-world abuse.

The 5-speed pattern graphics are subsurface-engraved into the black polymer resin, meaning they cannot wear off no matter how many miles you log. Unlike painted or printed shift knobs that fade and flake over time, this pattern stays crisp for the life of the knob. The high-impact polymer resin is specifically formulated to meet performance-level torque and temperature requirements without developing stress cracks as it ages.

Underneath the show-quality exterior, a brass master insert provides the structural backbone. This insert exceeds automotive industry specifications of 200 lb/ft static pull and 20 lb/ft twist torque, giving you the confidence to bang through gears without worrying about thread failure. The entire assembly is precision machined and polished to a high-gloss finish that looks right at home in any classic interior.

The 3/8"-16 thread pattern fits most aftermarket shifters and many OEM applications. If your shift lever uses a different thread size, MDL stocks adapters to make it work. Made in the USA.

Kit Includes

• Black high-impact polymer resin shift ball with subsurface 5-speed pattern
• Jam nut

Key Features

• High-impact polymer resin engineered to resist stress cracking, heat, and aggressive shifting
• 1-7/8"diameter with crisp 5-speed shift pattern and MDL logo
• Subsurface graphics permanently embedded beneath the surface - cannot wear, fade, or chip off
• 3/8"-16 internal threading with included jam nut for secure installation
• 4-ounce weight delivers balanced shift feel without excess mass
• Brass or aluminum master insert exceeds 200 ft. lbs. static pull and 20 ft. lbs. twist torque
• Precision machined and polished to a high-gloss finish
• Made in the USA

Description

Worn shift balls with faded graphics look cheap and undermine an otherwise clean build. This MDL 5-Speed Black Shift Ball solves that problem with subsurface graphics that are embedded below the polished surface - they physically cannot wear off, fade, or chip regardless of how many miles you put on the car or how aggressively you shift.

The ball is constructed from a specially formulated high-impact polymer resin developed specifically for automotive applications. Unlike generic plastics that crack and degrade with age and temperature cycling, this formulation resists stress cracking even after years of exposure to heat, cold, and UV light. At 4 ounces, the weight is calibrated to provide positive shift engagement without the excessive mass that can stress synchronizers or create unwanted momentum during quick shifts.

Inside, a brass or aluminum master insert provides the threaded mounting point and exceeds automotive industry specifications - tested to withstand 200 ft. lbs. of static pull force and 20 ft. lbs. of twist torque. The 3/8"-16 internal threading fits most domestic shifter applications, and MDL stocks thread adapters for virtually any shifter setup if your lever uses a different thread pitch. Each ball is precision machined and polished to a high-gloss finish that looks as good as it feels.

Made in the USA by a manufacturer that has been producing precision shift components since 1952, this shift ball delivers the quality and attention to detail that serious builds demand. Whether you are finishing a classic muscle car, a restomod, or a modern performance machine, the MDL logo and 5-speed pattern tell everyone you built it right.

What's Included

• One MDL 5-Speed Black Shift Ball with subsurface graphics 1-7/8" diameter
• Jam nut for secure installation

Key Features

• High-impact polymer resin construction formulated for performance torque and temperature demands
• 1-7/8" diameter ball with precision-machined 16mm x 1.50 brass master insert
• Subsurface 5-speed shift pattern graphics that cannot wear off
• Brass insert exceeds 200 ft-lbs static pull and 20 ft-lbs twist torque testing
• 4-ounce weight provides positive shifting feedback without excessive mass
• Compatible with MDL thread reducing inserts for virtually any shift lever thread size
• Polished high-gloss finish for durability and professional appearance
• Made in the USA

Description

The shift knob is your primary connection point to the drivetrain during every gear change. This white 5-speed shift ball delivers the durability and feel you need with high-impact polymer resin specifically formulated for automotive applications. Unlike generic plastics that develop stress cracks over time from temperature cycling and repeated use, this material is engineered to handle real-world performance conditions.

The 1-7/8" diameter provides excellent grip surface and comfortable palm contact. The 5-speed shift pattern is applied subsurface, meaning the graphics are embedded within the material rather than printed on top -- they physically cannot wear off from years of shifting. The entire ball is precision machined and polished to a high-gloss finish that resists scratching and cleans easily.

At the core is a brass master insert machined to 16mm x 1.50 threading. This insert is tested to exceed automotive industry specifications: 200 ft-lbs of static pull and 20 ft-lbs of twist torque. Because the knob uses the common 16mm x 1.50 master insert, it accepts MDL's complete line of thread reducing inserts -- so you can adapt it to fit 3/8"-16, 3/8"-24, 5/16"-18, 12mm x 1.75, 10mm x 1.50, and other common shift lever thread sizes. If your shifter doesn't use 16mm x 1.50 threading, just add the appropriate reducer to make it work.

Weighing 4 ounces, this knob provides enough mass for positive shifting feedback without the excessive weight that can stress shift mechanisms or cause gear selection issues. Made in the USA with automotive-grade materials and quality craftsmanship.

What's Included

• White polymer resin shift ball with subsurface 5-speed pattern
• 16mm x 1.50 brass master insert (pre-installed)
• Jam nut

Key Features

• Side-mounted push button lockout prevents accidental reverse gear engagement
• High-impact polymer resin construction engineered for performance torque and temperature demands
• 1/7/8" diameter with polished white finish
• 16mm x 1.50 brass master insert with jam nut for secure mounting
• Includes wiring for various reverse lockout applications
• Compatible with thread reducers for adapting to other shifter thread sizes
• Made in the USA

Description

Slamming into reverse at speed is a quick way to grenade a gearbox. This 5-speed shift ball eliminates that risk with an integrated side-mounted push button lockout that requires deliberate activation before reverse can be selected. The button includes wiring for connection to various shifter configurations that utilize electronic or mechanical reverse lockout functionality.

The ball itself is built from specially formulated high-impact polymer resin designed specifically for the automotive industry. Unlike cheap plastic knobs that crack under stress or go chalky from heat cycles, this material resists stress cracking with age while handling the torque and temperature swings of hard driving. The 1-7/8" diameter provides solid palm contact for confident shifting, and the polished white finish cleans up easily.

Mounting uses a 16mm x 1.50 brass master insert with an included brass jam nut. This thread size is common on 1982-2002 Camaro and Firebird shifters, Pontiac Fiero applications, and various aftermarket shifters. For other thread sizes, pair this shift ball with MDL thread reducers to adapt down to your specific shifter requirements.

Made in the USA from a manufacturer that has been producing quality shift knobs for decades.

What's Included

• White 5-speed shift ball with polished finish
• Side-mounted push button with wiring
• 16mm x 1.50 brass master insert
• Brass jam nut

Key Features

• Side-mounted momentary push button with 18" wire harness for nitrous, line lock, or accessory control
• 16mm x 1.5 threads accept MDL thread reducing inserts for universal shifter compatibility
• Black polymer resin construction for durability and a comfortable grip
• 2-1/8" diameter fits naturally in the palm for confident shifts
• 5-speed shift pattern designation

Description

Adding switch control to your shifter shouldn't mean clunky add-ons or taking your hand off the lever mid-shift. This 5-speed black shift ball puts a side-mounted momentary push button exactly where your thumb naturally rests, giving you instant access to nitrous activation, line lock, or other electrical accessories without fumbling for a dashboard switch or console button.

The side-mount placement is intentional: unlike top-mounted buttons that can be accidentally triggered during aggressive shifts, this configuration requires deliberate engagement. The included 18" wire harness gives you plenty of length to route to your relay or control module, with terminals ready for connection. Whether you're staging at the strip or wiring in a secondary system, the button is right there when you need it.

Built from black polymer resin, this 2-1/8" diameter shift ball delivers comfortable ergonomics for extended driving sessions while standing up to the abuse of street and track duty. The 16mm x 1.5 threads are the industry-standard size for shift knob adapters, which means you can pair this ball with MDL's thread reducing inserts to fit virtually any shift lever thread pitch -- from 3/8"-16 to 5/16"-18 and beyond.

Perfect for street/strip builds, drag applications, or any 5-speed manual transmission setup where you need reliable switch control at your fingertips.

What's Included

• Black polymer resin shift ball with 5-speed pattern
• Side-mounted momentary push button switch
• 18" wire harness with terminals

LF Series Hydraulic Clutch Master Kit | 1967-1970 Mustang/Cougar | Plastic Reservoir

Key Features

• 0.700" bore x 1.4" stroke master cylinder delivers optimal fluid volume with light pedal effort
• Revolutionary pedal linkage maintains stock clutch pedal pivot point for factory feel
• Linkage design creates mechanical advantage, dramatically reducing pedal pressure
• Uses existing mechanical clutch rod hole (where possible) for simplified installation
• Compatible with most aftermarket external and internal slave cylinders
• Remote black plastic reservoir mounts cleanly on firewall
• One-Man-Bleeder Kit included for easy system bleeding
• Made in the USA

Description

Converting your '67-'70 Mustang or Cougar to a modern transmission or upgrading from mechanical linkage demands a hydraulic clutch system engineered specifically for the job. Most retrofit kits bolt a short-stroke, large-bore master cylinder directly to your pedal, creating heavy pedal pressure, mounting interference at the firewall, and an overall poor driving experience. The LF Series solves these problems with an innovative linkage design that transforms pedal geometry and delivers a dramatically improved driver experience.

The common retrofit approach uses a 3/4" or 7/8" bore by 1" stroke master cylinder connected directly to the pedal. This short stroke combined with improper mounting angles results in excessive pedal effort and limited clutch control. The LF Series revolutionary linkage matches your full pedal travel with a long-stroke master cylinder, creating mechanical advantage that significantly reduces pedal effort while optimizing clutch engagement control. The linkage allows positioning perpendicular to the firewall using the mechanical clutch rod hole (where possible), eliminating the interference issues that plague direct-mount setups.

The 0.700" bore combined with 1.4" stroke generates enough fluid volume to properly actuate most aftermarket external slaves or internal hydraulic release bearings. The remote black plastic reservoir mounts separately on the firewall for clean installation and easy fluid level checks. Uses DOT 3 or 4 brake fluid only -- no special high-temp fluid required.

Fits 1967-1970 Ford Mustang and Mercury Cougar with factory pedal assemblies. Will NOT work with band-clamp brake boosters or certain aftermarket brake boosters 8" and larger. Requires factory firewall, pedal, and pedal hanger to be in good working order -- any modifications or damage to these components will affect master cylinder performance. Made in the USA with comprehensive installation instructions and lifetime tech support.

Kit Includes

• 0.700" bore x 1.4" stroke master cylinder
• Mechanical pedal linkage assembly
• Black plastic reservoir with mounting hardware
• Hydraulic lines
• One-Man-Bleeder Kit
• Comprehensive installation instructions
• Lifetime technical support

LF Series Hydraulic Clutch Master Kit | 1967-1970 Mustang/Cougar | Black Billet Reservoir

Key Features

• Revolutionary mechanical linkage maintains stock clutch pedal pivot point for factory pedal feel
• 0.700-inch bore x 1.4-inch stroke master cylinder generates sufficient fluid volume for most slave systems
• Long-stroke, small-bore design minimizes firewall loading and reduces pedal effort
• Firewall-mounted linkage plate creates mechanical advantage and eliminates binding
• Compatible with most internal and external slave cylinders and hydraulic release bearings
• Black anodized billet aluminum reservoir mounts remotely on firewall for clean installation
• Includes One-Man-Bleeder Kit for simplified bleeding procedure
• Works with original factory pedals and OE reproduction aftermarket pedals
• Made in the USA

Description

Converting your '67-'70 Mustang or Cougar to a modern TREMEC transmission or upgrading from worn mechanical linkage? The MDL LF Series Master Cylinder Kit solves the common problems that plague most hydraulic conversions. Traditional approaches use oversized 3/4-inch or 7/8-inch bore cylinders with short 1-inch strokes mounted directly to the pedal--creating heavy pedal pressure and firewall interference issues. The short stroke compounds the problem, requiring excessive force for proper clutch release.

The LF Series breaks this pattern with a revolutionary mechanical linkage system that allows the 0.700-inch bore master cylinder to utilize the full 1.4-inch stroke while maintaining the stock clutch pedal pivot point. This linkage creates mechanical advantage, dramatically reducing pedal effort while generating sufficient fluid volume for reliable clutch actuation. The firewall-mounted linkage plate distributes loads evenly and eliminates the binding that occurs with direct-mount systems.

The remote-mounted black anodized billet aluminum reservoir keeps brake fluid accessible while providing a clean, professional installation. The system works seamlessly with industry-standard slave cylinders and hydraulic release bearings, making it compatible with virtually any TREMEC transmission setup. Each kit includes comprehensive installation instructions and MDL's proprietary One-Man-Bleeder Kit for hassle-free system bleeding. Use DOT 3 or DOT 4 brake fluid only.

Compatibility Note: Will NOT work with band clamp brake boosters or certain aftermarket 8-inch and larger brake boosters. Requires factory components to be in good working order--modifications or damage to firewall, pedal, or pedal hanger will affect performance. Compatible with original factory pedals and OE reproduction aftermarket pedals.

Kit Includes

• 0.700-inch bore x 1.4-inch stroke master cylinder
• Firewall-mounted mechanical linkage assembly
• Black anodized billet aluminum reservoir with mounting hardware
• Hydraulic lines with fittings
• One-Man-Bleeder Kit
• Complete mounting hardware and brackets
• Comprehensive installation instructions
• Lifetime technical support

LF Series Hydraulic Clutch Master Kit | 1967-1970 Mustang/Cougar | Clear Billet Reservoir

Key Features

• 0.700-inch bore with 1.4-inch stroke for optimized fluid volume
• Innovative pedal linkage design reduces clutch pedal effort while maintaining full pedal stroke
• Maintains stock clutch pedal pivot point for OEM feel
• Clear anodized billet aluminum reservoir with remote firewall mount for easy fluid monitoring
• Compatible with most internal and external slave cylinders and hydraulic release bearings
• Includes One-Man-Bleeder Kit for easy system bleeding
• Made in the USA

Description

Converting your classic Mustang or Cougar to a modern TREMEC transmission—or simply upgrading from tired mechanical linkage—demands a hydraulic clutch system that delivers light pedal effort without compromising installation simplicity. The LF Series (Light Foot) Hydraulic Clutch Master Kit solves the engineering challenges that plague most conversion kits: heavy pedal pressure, firewall interference, and compatibility headaches.

The problem with conventional hydraulic conversions is simple math. A typical 3/4-inch or 7/8-inch bore master cylinder with a 1-inch stroke connects directly to the pedal, requiring the cylinder to mount higher than the stock clutch rod hole—creating interference issues with the firewall and pedal assembly while producing excessive pedal loads. The LF Series takes a fundamentally different approach: an innovative mechanical linkage that works with your existing clutch pedal and rod hole location, matching pedal travel to a long-stroke master cylinder for dramatically reduced pedal effort.

The 0.700-inch bore paired with a 1.4-inch stroke generates sufficient fluid volume to support most aftermarket external slave cylinders and internal hydraulic release bearings. The clear anodized billet aluminum reservoir mounts remotely on the firewall for a clean installation and allows instant visual confirmation of fluid level. The system uses DOT 3 or DOT 4 brake fluid—no need for expensive high-temperature fluid.

This kit fits 1967-1970 Mustangs and Cougars and works with both original factory clutch pedals and OE reproduction aftermarket pedals. Factory components must be in good working order—any modifications or damage to the firewall, pedal, or pedal hanger will affect master cylinder performance. Note: This kit will NOT work with band-clamp brake boosters or certain aftermarket brake boosters 8 inches and larger. Made in the USA with lifetime technical support from Modern Driveline.

Kit Includes

• 0.700-inch bore master cylinder with 1.4-inch stroke
• Innovative pedal linkage assembly
• Clear anodized billet aluminum reservoir
• Hydraulic lines
• One-Man-Bleeder Kit
• Complete installation instructions
• All necessary mounting hardware

Stealth Series Hydraulic Clutch Master Kit | 1967-1968 Mustang | Black Reservoir

Key Features

• Three adjustable master cylinder positions to fine-tune pedal action and feel - the ONLY kit on the market with this adjustability
• Maintains stock clutch pedal pivot point for factory pedal feel with zero modification to OEM pedal support
• Spherical mounting points eliminate binding and deliver smooth, consistent clutch engagement
• Sealed reversible bulkhead assembly mounts using factory clutch rod hole - keeps moisture and engine fumes out of the interior
• 2100 Series billet aluminum reservoir with black anodized finish and improved side-top vents to prevent water entry
• -4AN stainless steel braided lines for durability and leak-free sealing
• 1.4-inch master cylinder throw distance for optimal clutch control
• Compatible with existing industry slave cylinders and hydraulic release bearings
• Made in the USA

Description

Converting your '67-'68 Mustang from mechanical clutch linkage to hydraulics eliminates the binding, wear, and inconsistent feel that plague factory Z-bar setups. The Stealth Series In-Dash Hydraulic Clutch Master Cylinder System mounts completely behind the dash on the factory pedal hanger for a clean, hidden appearance - no visible master cylinder or cluttered engine bay hardware.

What sets this kit apart is the three-position adjustable pedal design - the only system on the market that lets you fine-tune how your clutch reacts. Whether you prefer quick engagement for spirited driving or a softer, more progressive feel for daily use, you can dial it in without swapping components. Spherical mounting points at critical linkage locations eliminate the binding and inconsistent feel caused by rigid connections, delivering smooth pedal action throughout the stroke.

The sealed reversible bulkhead assembly uses the factory clutch rod hole as a pass-through, keeping moisture and engine fumes out of your interior while maintaining a factory-correct firewall appearance. The silver/black reversible firewall plate lets you choose the finish that matches your build. MDL's 2100 Series billet aluminum reservoir features a black anodized finish and an improved cap design with side-top vents that prevent water entry while allowing proper system breathing.

This complete master cylinder kit works with most existing industry slave cylinders and hydraulic release bearings, letting you pair it with external slaves or hydraulic throwout bearings depending on your bellhousing and transmission combination. Uses standard DOT 3 or 4 brake fluid - no special high-temp fluid required. Made in the USA with lifetime technical support from trained technicians.

Kit Includes

• Billet aluminum master cylinder with adjustable mounting positions
• OEM-appearance clutch pedal arm with three-position adjustment and spherical mounting points
• Reversible silver/black firewall plate assembly with sealed bulkhead and -4AN fittings
• 2100 Series billet aluminum reservoir with black anodized finish
• -4AN stainless steel braided hydraulic lines
• Complete mounting hardware and brackets
• One-man bleeder kit
• Installation instructions
• Lifetime technical support by trained technicians

Key Features

• Three adjustable master cylinder mounting positions - the ONLY kit offering customizable pedal feel
• Spherical mounting points eliminate binding and inconsistent clutch action
• Zero modification to OEM pedal support - retains factory mounting
• Maintains stock clutch pedal pivot point for familiar pedal feel
• Sealed reversible bulkhead assembly installs through factory clutch rod hole
• 2100 Series billet aluminum reservoir with clear anodized finish and side-top vents
• -4AN stainless steel braided lines throughout
• Reversible silver/black firewall plate assembly
• Works with most internal and external slave cylinders and hydraulic release bearings
• One-man bleeder kit included for easy system bleeding
• Made in the USA with lifetime technical support

Description

Converting to hydraulic clutch operation should not mean compromising pedal feel or butchering your pristine '67-'68 Mustang's factory pedal setup. The Stealth Series solves both problems with a hidden-mount system that delivers modern hydraulic performance while preserving the stock appearance and operation you want.

This is the only hydraulic master cylinder kit that offers three adjustable mounting positions, letting you fine-tune pedal effort and engagement feel to match your driving style and clutch setup. The spherical mounting points ensure smooth, bind-free operation across the full pedal stroke, while the precision-engineered geometry maintains the factory pedal pivot point for familiar feel. Unlike universal kits that require cutting or modification, the Stealth Series mounts cleanly behind the dash using the existing pedal hanger with zero modifications to your OEM pedal support.

The sealed reversible bulkhead assembly installs through the factory clutch rod hole, keeping moisture and engine fumes out of the interior while providing a clean firewall appearance with your choice of silver or black finish orientation. The included 2100 Series billet aluminum reservoir features a clear anodized finish with an improved cap design featuring side-top vents to prevent water entry. Professional-grade -4AN stainless steel braided lines ensure leak-free performance and easy routing.

Compatible with most internal and external slave cylinders plus hydraulic release bearings from leading manufacturers. This is a complete master cylinder kit - pair it with a matching slave cylinder to build a complete hydraulic clutch release system. Uses DOT 3 or DOT 4 brake fluid. Made in the USA for 1967-1968 Ford Mustang applications with lifetime technical support from trained technicians.

What's Included

• Billet aluminum master cylinder with three mounting positions
• OEM-appearance clutch pedal arm
• Reversible silver/black anodized firewall plate assembly
• 2100 Series billet aluminum reservoir with clear anodized finish
• -4AN stainless steel braided lines
• Sealed bulkhead assembly with -4AN fittings
• Complete mounting hardware and brackets
• One-man bleeder kit
• Installation instructions
• Lifetime technical support

Key Features

• Billet aluminum body and piston precision-machined in-house at Tilton Engineering
• Stainless steel threaded sleeve provides nearly 1.25" of height adjustment (1.77" to 3.00")
• Slip-on installation over stock bearing retainer - no modifications required
• High-temperature mono-seal design with quad tensioner ensures proper seal tension
• Constant contact design self-adjusts for clutch wear, maintaining consistent pedal feel
• Flat face bearing with 1.71" to 3.03" contact diameter fits 8.5" to 11" bent-finger and lever-type clutches
• Full 0.7" piston travel for maximum clutch engagement range
• Double O-ring swivel fittings thoroughly tested to prevent leakage
• Complete kit - steel braided lines, union fitting, and anti-rotation hardware included
• Requires 1.430" bearing retainer guide tube diameter

Description

External slave cylinders create clearance headaches and bellhousing compatibility issues that derail Ford TKO and TKX swaps. The Tilton 6000 Series Hydraulic Release Bearing eliminates those problems entirely. This internal hydraulic design slips directly over the transmission's bearing retainer - no machining, no adapter plates, no fighting for space. The result is a clean installation that works with most bellhousings, including original 4-speed and big block bells that external slaves can't accommodate.

Tilton builds this bearing to race-proven standards. The billet aluminum body and piston are precision-machined in-house at Tilton Engineering, then fitted with a high-temperature mono-seal that incorporates a quad tensioner to maintain proper seal tension under extreme conditions. The constant contact design keeps the bearing face against the pressure plate fingers at all times - no gap to manage, no adjustment as the clutch wears. Pedal feel stays consistent from fresh install through the clutch's entire service life.

The stainless steel threaded adjustment sleeve delivers nearly 1.25" of height adjustability, accommodating bearing heights from 1.77" to 3.00" to work with a wide range of clutch configurations. The flat face bearing design with 1.71" to 3.03" contact diameter is engineered for 8.5" to 11" bent-finger and lever-type pressure plates. With 0.7" of piston travel, this bearing handles aggressive clutch setups without running out of stroke.

Compatible with Ford TKO and TKX transmissions with 1.430" bearing retainer guide tube diameter. Will not work with big-input Toploaders. For a complete hydraulic clutch system, pair with an MDL LF Series Master Clutch Kit and a steel braided line of appropriate length (24" recommended for most applications).

What's Included

• Tilton 6000 Series hydraulic release bearing with billet aluminum body and piston
• Stainless steel threaded adjustment sleeve
• Steel braided supply line with AN4 fittings
• Steel braided bleed line with fittings
• Union fitting for main supply line connection
• Anti-rotation bolt
• High-strength transmission retainer bolt
• Installation instructions
• MDL lifetime technical support

Key Features

• 24-inch stainless steel braided hose with 1/4-inch I.D. and PTFE (Teflon) inner lining
• -4AN female straight fittings on both ends with stainless steel crimp sleeves
• Clear plastic outer coating protects braid and allows visual inspection
• Ideal length for Tilton 6000 HRB units with -4AN male union to firewall-mounted master cylinders
• Pressure tested before shipping for quality assurance
• 100% made in the USA

Description

Hydraulic clutch systems demand leak-free, pressure-resistant fluid lines that won't degrade over time or expand under load. This 24-inch stainless steel braided line delivers the durability and consistent pedal feel that separates a professional hydraulic clutch installation from a compromise. The PTFE (Teflon) inner lining provides excellent chemical compatibility with all common hydraulic fluids while resisting the swelling and deterioration that plague standard rubber lines.

The stainless steel braided construction prevents expansion under pressure, maintaining a firm, responsive clutch pedal. Unlike rubber hoses that can balloon and soften pedal feel, stainless braided PTFE lines keep the inner diameter uniform for efficient fluid transfer. The clear plastic outer coating shields the braid from abrasion, contamination, and corrosion while letting you visually inspect line condition at a glance.

At 24 inches with a 1/4-inch I.D., this line is sized specifically for hydraulic clutch applications. It's an excellent choice when pairing a Tilton 6000 HRB with an -4AN male union to a firewall-mounted or bulkhead-mounted master cylinder. The straight -4AN female fittings on both ends connect directly to standard -4AN male adapters without additional fittings, reducing potential leak points and simplifying installation.

Every line is pressure tested before leaving the facility to verify seal integrity. Premium stainless steel crimp sleeves and fittings ensure a permanent, vibration-resistant connection. Proudly manufactured in the United States.

What's Included

• One 24-inch stainless steel braided hydraulic line with PTFE inner lining
• -4AN female straight fittings pre-crimped on both ends
• Clear plastic protective coating (factory applied)
• Pressure tested before shipping

Key Features

• 27-pound lightened billet steel construction reduces rotational mass versus heavy factory cast iron
• 8-bolt crank pattern for secure mounting to Ford Modular, Coyote, and Roadrunner crankshafts
• 164-tooth ring gear for proper starter engagement
• Dual clutch bolt patterns: 10.4" metric (8mm) and 11" metric (10mm) for maximum pressure plate compatibility
• Small clutch valley design accommodates single-disk and twin-disk aftermarket clutch systems
• Zero-balance design works with internally balanced Ford Modular engines
• Precision-machined alignment pins included for accurate clutch installation
• Made in the USA

Description

Factory cast iron flywheels add significant rotational mass that slows engine acceleration and dulls throttle response. This lightened billet steel flywheel cuts weight to just 27 pounds, reducing the rotating assembly mass your engine has to spin. The result is faster revs, sharper throttle response, and quicker shifts—whether you're running through the gears on the street or chasing lap times at the track.

Machined from billet steel, this flywheel delivers the durability needed for repeated high-RPM use while significantly undercutting factory weight. The 8-bolt crank pattern ensures secure attachment to the crankshaft, and the 164-tooth ring gear maintains compatibility with factory starters. Zero-balance design means no external weights are required—it bolts directly to internally balanced Ford Modular and Coyote engines.

The dual clutch bolt pattern is a standout feature. Both 10.4" metric (8mm) and 11" metric (10mm) patterns are machined into the friction surface, giving you the flexibility to run virtually any aftermarket clutch setup. The small clutch valley design takes compatibility further, accommodating everything from street-friendly single-disk clutches to high-performance twin-disk racing units. Precision-machined alignment pins ensure the clutch disc centers properly during installation.

This flywheel fits 1996-1999 and 2000-up Mustang Cobra models, 1999-2000 Mustang GT, 2005-2010 Mustang GT 4.6L, and 2011-current 5.0L/5.2L Coyote and Roadrunner V8 applications. Proudly made in the USA.

Kit Includes

• One (1) lightened billet steel flywheel with 164-tooth ring gear
• Precision-machined alignment pins

Key Features

• Designed for Ford 4.6L Modular engines with 6-bolt crankshaft configuration (Romeo-type engines)
• Dual clutch bolt pattern accepts both 10.4" and 11" pressure plates with metric bolts and dowel pins
• Lightened billet steel construction reduces rotational mass while maintaining strength for high-performance applications
• 164-tooth ring gear for proper starter motor engagement
• Zero balanced from the factory for smooth, vibration-free operation
• 27-pound weight optimizes throttle response and acceleration over heavier OEM flywheels
• Made in the USA with precision CNC machining

Description

Ford's 4.6L Modular V8 came from two different plants with distinct crankshaft configurations: Romeo engines use a 6-bolt flywheel flange, while Windsor engines use an 8-bolt pattern. This lightened billet steel flywheel is purpose-built for the 6-bolt Romeo configuration, giving you a drop-in solution for manual transmission conversions and clutch upgrades on properly matched 4.6L applications.

The dual bolt pattern design accommodates both 10.4" and 11" clutch assemblies, using metric pressure plate bolts and alignment dowel pins. This flexibility lets you choose the clutch setup that best matches your power level and driving style without buying a different flywheel. The 164-tooth ring gear ensures reliable starter engagement, and the zero-balance specification eliminates vibration concerns in your drivetrain.

Machined from billet steel rather than cast iron, this flywheel delivers superior strength for high-horsepower applications while shedding rotational mass. At 27 pounds, it provides noticeably quicker throttle response and faster acceleration compared to heavy factory flywheels, without sacrificing the durability needed for street driving or track use. CNC machining ensures precise tolerances and perfect crankshaft registration every time.

Made in the USA with MDL's commitment to quality and backed by lifetime technical support. Verify your engine's bolt count before ordering, as Romeo (6-bolt) and Windsor (8-bolt) engines are not interchangeable, even though both are 4.6L Modular V8s.

What's Included

• One lightened billet steel flywheel (27 lbs)
• 164-tooth ring gear pre-installed
• Zero balanced assembly
• Dowel pins included
• MDL lifetime technical support

Key Features

• Billet aluminum construction at 22 lbs. - dramatically lighter than factory cast iron for faster throttle response and quicker revs
• "Small Valley" design with 6.00" clutch damper counter-bore - specifically engineered for twin-disc and aftermarket clutch systems with small-ID hub facings
• Dual clutch bolt patterns: 10.4" and 11" metric configurations for maximum clutch compatibility
• Pre-installed metric alignment pins ensure precise clutch positioning during assembly
• 164-tooth ring gear riveted to flywheel body to prevent separation under high-torque loads
• Zero-balance (neutral) design - no additional engine balancing required
• 6-bolt crankshaft pattern for 1996-1998 and 2001-2004 4.6L modular engines
• Made in the USA

Description

When upgrading to a high-performance twin-disc clutch or other aftermarket clutch system with a small inner diameter hub facing, you need a flywheel specifically designed to clear that geometry. The factory cast iron flywheel not only lacks the proper counter-bore depth, but its heavy rotating mass works against the quick-revving performance these clutch systems are designed to deliver. This billet aluminum flywheel solves both problems with purpose-built "Small Valley" engineering.

The 6.00" clutch damper counter-bore provides the clearance required for twin-disc clutch sets and other aftermarket applications featuring small-ID hub facings - components that simply won't clear a standard flywheel. At just 22 pounds, the aluminum construction dramatically reduces rotational inertia compared to heavy factory units, resulting in noticeably sharper throttle response, faster rev-matching, and improved acceleration throughout the powerband.

Dual clutch bolt patterns accommodate both 10.4" and 11" metric clutches without modification, and pre-installed metric alignment pins ensure precise clutch positioning every time. The 164-tooth ring gear is riveted and secured to the flywheel body, preventing the ring gear separation that can occur under repeated high-torque launches. Zero-balance design means no additional engine balancing is required when installing.

Designed specifically for 1996-1998 and 2001-2004 Mustang GT applications with 4.6L modular engines and 6-bolt crankshaft patterns. Made in the USA with precision CNC machining. Note: It is recommended to warm the flywheel before installing on the crankshaft for optimal fit.

What's Included

• Billet aluminum flywheel with 6.00" clutch damper counter-bore
• 164-tooth riveted steel ring gear
• Pre-installed metric alignment pins

Note: Pressure plate bolt kit required and sold separately. 10.4" applications require 8mm bolts (MD-403-2003 or MD-403-2003ARP). 11" applications require 10mm bolts (MD-403-2006-ARP).

Key Features

• 8-bolt crankshaft mounting for 1996-2004 Cobra, 1999-2000 GT Mustang, and all 5.0L Coyote/Boss modular engines
• Dual clutch pattern - accommodates both 10.4" and 11" metric pressure plates with alignment pins included
• Small valley configuration ideal for twin-disc clutch setups using smaller clutch disc diameters
• Aluminum construction reduces rotating mass for faster engine response and quicker acceleration
• 164-tooth ring gear precision-machined for reliable starter engagement
• Zero balance design matches internally balanced Ford modular engines
• Riveted steel clutch facing with fastened ring gear prevents slipping under load
• Made in the USA

Description

Stock cast iron flywheels on Ford modular engines carry significant rotational mass that slows engine response and robs acceleration. This MDL aluminum flywheel eliminates that penalty while delivering the durability and precision that high-performance modular builds demand. The small valley configuration is engineered specifically for 8-bolt modular cranks and is the go-to choice for twin-disc clutch applications that require the smaller 10.4" clutch disc diameter.

The dual pattern design accommodates both 10.4" and 11" metric pressure plates, giving you flexibility across a wide range of clutch setups. Included alignment pins ensure precise pressure plate registration every time. The riveted steel clutch facing provides a durable friction surface that resists delamination, while the 164-tooth ring gear is fastened directly to the flywheel body to prevent movement during high-RPM operation - a critical detail that cheaper flywheels often overlook.

Zero balance design matches the internal balance characteristics of Ford modular engines, eliminating external counterweights and simplifying installation. Note: It is recommended to warm the flywheel before installing on the crankshaft for proper seating. This flywheel is not recommended for use with ceramic or bronze clutch discs due to the higher heat they generate.

Direct-fit for 1996-2004 SVT Cobra models, 1999-2000 GT Mustangs, and all 5.0L Coyote/Boss modular engines equipped with 8-bolt crankshafts. Proudly made in the USA to MDL's precision manufacturing standards.

What's Included

• MDL aluminum flywheel with 164-tooth ring gear and riveted steel clutch facing
• Alignment pins for pressure plate positioning

Key Features

• 8740 chromoly steel construction rated at 180,000 psi tensile strength
• 12-point head design with 5/8" socket size for precise torque application
• Larger-than-stock shank diameter for increased strength and improved flywheel register
• M10 x 1.00 thread pitch with 1.000" Under Head Length (UHL)
• Forged from aerospace alloy and heat-treated prior to thread rolling and machining
• Black oxide finish for corrosion resistance
• 8-piece kit covers all Ford 4.6L and 5.4L modular V8 applications
• Made in the USA

Description

Factory flywheel bolts are the weak link in high-performance Ford modular builds. Stock hardware uses inferior metallurgy and undersized shanks that stretch under load, leading to flywheel movement, clutch chatter, and potential failure. These ARP flywheel bolts eliminate that vulnerability with aerospace-grade 8740 chromoly steel engineered specifically for the demanding duty cycle of performance applications.

These bolts are forged from aerospace alloy and heat-treated prior to thread rolling and machining. They feature an exclusive, flat 12-point head design and larger-than-stock shank diameter for increased strength and improved flywheel register. The 12-point head provides superior grip and prevents rounding during installation, while the increased shank diameter distributes clamping loads more effectively across the flywheel mounting surface.

Each bolt is precision-machined to M10 x 1.00 specifications with a 1.000" Under Head Length designed specifically for Ford modular cranks. The chromoly construction delivers a 180,000 psi tensile strength rating--vastly superior fatigue resistance compared to factory hardware. This makes these bolts ideal for naturally aspirated engines, forced induction setups, and high-RPM applications where flywheel security is critical.

This kit fits all Ford 4.6L and 5.4L modular V8 engines. Installation requires proper torque sequencing in a star pattern. Made in the USA and backed by ARP's industry-leading quality standards.

What's Included

• 8 x ARP 8740 chromoly flywheel bolts (M10 x 1.00 x 1.000" UHL, 12-point head, black oxide finish)
• Installation grease packet for proper assembly lubrication
• Manufacturer's warranty against defects

Key Features

• Heat-treated chromoly steel forged from aerospace alloy for superior tensile strength
• Flat 12-point head design with larger-than-stock shank diameter for improved flywheel register
• M10 x 1.00 thread pitch with 0.975-inch under-head length
• Black oxide finish for corrosion resistance
• 3/4-inch 12-point socket size for professional installation
• Complete 8-piece kit with installation grease included
• Made in the USA

Description

Flywheel bolt failure is a catastrophic event that can destroy transmissions, flywheels, and pressure plates in seconds. These bolts secure the flywheel to the crankshaft, making their integrity critical to your drivetrain's safety and performance—especially when pushing the 5.0L Coyote to 7,000+ RPM. ARP's engineering addresses this vulnerability with fasteners that far exceed OEM specifications.

Forged from aerospace alloy and heat-treated prior to thread rolling and machining, these ARP flywheel bolts deliver the strength needed for high-RPM operation and competition use. The exclusive flat 12-point head design features a larger-than-stock shank diameter for increased strength and improved flywheel register. The wider diameter bolt head allows for more even distribution of torque across the flywheel to reduce stress, fatigue, and prevent cracking.

The black oxide finish provides corrosion protection while maintaining the precise tolerances required for proper clamping force distribution. Each bolt features rolled threads for superior fatigue resistance compared to cut threads, and the included installation grease ensures proper torque values during assembly.

Engineered specifically for Ford Coyote 5.0L applications. This is a direct replacement for factory flywheel bolts with significantly improved strength characteristics. Made in the USA with ARP's legendary quality control standards.

What's Included

• 8 ARP flywheel bolts—M10 x 1.00 thread, 0.975-inch UHL, chromoly steel
• Black oxide finish
• Installation grease packet
• Manufacturer's warranty against defects

[VERIFY: Sources conflict on whether part number 156-2801 is High Performance Series (180,000 psi tensile strength) or Pro Series (190,000-200,000 psi). Summit Racing and JEGS list as Pro Series, while Steeda lists as High Performance at 180,000 psi. Need to confirm actual series designation and tensile strength rating before publishing.]

Key Features

• Steel-backed organic facing rated at 450 ft-lb torque capacity for performance street applications
• 26-spline 1-1/8" hub designed for TREMEC TKX, TKO, and T56 Magnum transmission swaps
• Ford 11" metric 10mm diaphragm pressure plate with hydraulic release finger profile
• Hand-assembled in-house with precision tolerances and quality-controlled inspection
• Sprung hub design for smooth engagement and reduced drivetrain shock
• Made in the USA with 1-year warranty coverage

Description

Swapping a TREMEC 5- or 6-speed into your S197 or S550 Mustang means leaving behind the factory 10-spline clutch setup. This Superior Series steel-backed organic clutch kit delivers the 26-spline hub configuration and 450 ft-lb torque capacity your modern manual swap demands, with smooth engagement characteristics suited for aggressive street driving.

The steel backing plate construction provides superior heat dissipation compared to standard organic discs, extending clutch life under spirited driving conditions. The organic facing material maintains the progressive engagement feel that makes daily driving livable while still holding up to moderate power adders. Each clutch disc is hand-assembled in-house at MDL, with precision tolerances verified before shipping to ensure flawless operation straight out of the box.

The included diaphragm pressure plate features hydraulic release finger geometry optimized for modern slave cylinder actuation systems. The 11" metric 10mm bolt pattern provides the larger friction surface needed for increased holding power while maintaining compatibility with factory and aftermarket flywheels designed for this pattern. The sprung hub design absorbs drivetrain shock and smooths gear engagement.

This kit fits 4.6L and 5.0L Coyote engines in 2005-2025 Mustangs. Note that no throwout bearing is included; this kit is designed for hydraulic release systems using an internal or external slave cylinder. All MDL Superior clutches are Performance Proven through rigorous racing applications. Made in the USA.

What's Included

• Ford 11" metric 10mm pattern diaphragm pressure plate with hydraulic release finger profile
• 26-spline 1-1/8" steel-backed organic clutch disc with sprung hub
• Pilot bearing
• Clutch alignment tool
• Lifetime technical support

Key Features

• 450 ft-lb torque rating - handles serious street performance builds
• Kevlar/steel backed organic facings - smooth engagement with enhanced durability
• Ford 11" metric 10mm pattern diaphragm pressure plate with clutch finger profile for hydraulic release
• 26-spline x 1-1/8" sprung hub disk - fits stock and upgraded transmissions
• Hand-built in-house with double-checked tolerances before shipping
• 1-year free-from-defect warranty
• Made in the USA

Description

Built for 2005-up Mustang owners who demand more than factory clutch performance, this Superior clutch set delivers the grip and longevity needed for modified 4.6L and 5.0L Coyote engines. The Kevlar facing paired with steel-backed organic material creates the ideal balance - aggressive enough to handle 450 ft-lb of torque yet smooth enough for daily driving without the harshness of a full race setup.

The engineering centers on the diaphragm pressure plate's clutch finger profile specifically designed for hydraulic release systems used in S197 and S550 Mustangs. This design ensures consistent clamp load and clean engagement across the full operating range, eliminating the binding and grabbiness common with generic aftermarket clutches that weren't designed around hydraulic actuation.

Each clutch disk is hand-built at MDL's facility in Caldwell, Idaho, and inspected twice for exacting tolerances before it goes in the box. The sprung hub design absorbs driveline shock and reduces gear rattle, keeping the clutch streetable while you're making power. This Performance Street Plus rated clutch handles bolt-ons, aggressive tuning, and spirited driving without compromise.

The 26-spline x 1-1/8" hub works with factory MT-82 transmissions as well as popular aftermarket swaps like the TKX, TKO, and T56 Magnum. Proudly made in the USA and backed by MDL's 1-year warranty.

What's Included

• Ford 11" metric 10mm pattern diaphragm pressure plate (hydraulic release finger profile)
• 26-spline x 1-1/8" clutch disk with Kevlar/steel backed organic facings and sprung hub
• Pilot bearing
• Clutch alignment tool
• 1-year free-from-defect warranty

Note: No throwout bearing is included with this kit.

Key Features

• 550 ft-lbs torque capacity - engineered for performance street and open track applications
• Kevlar/Kevlar friction surfaces - smooth engagement with exceptional grip and heat resistance
• 26-spline x 1-1/8" input shaft compatibility - matches 2005-up Mustang transmissions
• 11" metric bolt pattern with 10mm hardware - direct fit for Ford modular engines with hydraulic actuation
• Sprung hub design - dampens drivetrain shock and reduces gear rattle
• Diaphragm pressure plate - consistent clamping force across the entire friction surface
• Hand-assembled in-house at MDL - double-riveted construction ensures precision and quality
• Performance Proven tested - validated through rigorous on-track and off-track racing
• 1-year defect-free warranty - backed by MDL commitment to quality

Description

When your 2005-up Mustang needs reliable power transfer for street performance or open track duty, this MDL Superior clutch kit delivers the grip and durability you need. Built specifically for Ford 4.6L and 5.0L modular engines making up to 550 ft-lbs of torque, this clutch solves the common problem of stock clutches slipping under power while maintaining the smooth engagement characteristics essential for daily driving.

The Kevlar/Kevlar friction material combination provides an ideal balance of holding power and heat dissipation. Unlike organic materials that fade under repeated high-heat cycles, Kevlar maintains its coefficient of friction even during aggressive driving. The dual Kevlar surfaces offer progressive engagement - firm enough to handle launches and power shifts, yet forgiving enough for smooth street manners. The sprung hub design absorbs drivetrain shock loads that would otherwise stress the transmission input shaft, while reducing the gear rattle common with solid hub designs.

Every MDL Superior clutch is hand-assembled in-house using precision manufacturing standards. The friction material is double-riveted to the backing plates - not bonded - ensuring the facings stay attached under extreme conditions. The diaphragm pressure plate provides consistent clamping force across the entire friction surface, while the hydraulic actuation system eliminates the cable stretch and adjustment issues associated with mechanical linkages.

Compatible with 2005 and newer Ford Mustang applications using the 26-spline x 1-1/8" input shaft configuration and 11" metric flywheel bolt pattern. This kit is designed for hydraulic release systems and fits 4.6L and 5.0L Coyote modular engines. Made in the USA and backed by MDL's 1-year defect-free warranty.

What's Included

• 11" diaphragm pressure plate - metric 10mm bolt pattern, hydraulic release
• Kevlar/Kevlar friction disk - 26-spline x 1-1/8", sprung hub, double-riveted
• Pilot bushing
• Clutch alignment tool
• Installation and break-in instructions
• 1-year defect-free warranty
• Lifetime technical support

Superior Kevlar/Ceramic Clutch Kit | 2005-2025 Mustang 4.6L/5.0L | 26-Spline

Key Features

• 600 lb-ft torque capacity for aggressive street/strip applications
• Kevlar/ceramic dual-compound disc combines durability with aggressive bite
• 11-inch metric diaphragm pressure plate with 10mm bolt pattern
• 26-spline, 1-1/8-inch disc for increased strength over factory 10-spline
• Sprung hub design dampens driveline shock for smoother engagement
• Hydraulic clutch finger profile engineered for factory-style hydraulic release
• Hand-built in-house with double-checked tolerances
• Made in the USA
• 1-year defect-free warranty

Description

When your modular Mustang needs a clutch that can survive hard launches without sacrificing daily drivability, the Superior Kevlar/Ceramic Clutch Kit delivers 600 lb-ft of torque capacity in a street-friendly package. This kit is engineered for the enthusiast who demands real holding power from their 4.6L or 5.0L Coyote without the harsh, on-off engagement of a full-ceramic disc.

The dual-compound Kevlar/ceramic disc is the heart of this upgrade. The Kevlar friction material provides exceptional durability and smooth engagement characteristics, while the ceramic compound delivers aggressive bite and superior heat resistance under hard use. This combination gives you the best of both worlds: a clutch that grabs hard when you need it but still behaves during stop-and-go traffic. The sprung hub design absorbs driveline shock, protecting your transmission input shaft and reducing gear chatter at idle.

The 26-spline, 1-1/8-inch disc is a significant step up from the factory 10-spline design, providing substantially more torque transfer area and improved durability under high-load conditions. The 11-inch metric diaphragm pressure plate features a clutch finger profile specifically designed for smooth, progressive release with factory-style hydraulic systems. The 10mm bolt pattern ensures proper fitment on 2005-and-up Mustang flywheels.

Every Superior clutch disc is hand-built in-house, with quality, tolerances, and operation double-checked before shipping. This kit fits 2005-2025 Mustang 4.6L and 5.0L engines using the OEM hydraulic release system. Made in the USA and backed by a 1-year defect-free warranty.

Kit Includes

• 11-inch metric diaphragm pressure plate (10mm bolt pattern)
• Kevlar/ceramic dual-compound disc, 26-spline x 1-1/8-inch, sprung hub
• Pilot bearing
• Clutch alignment tool

Note: Throwout bearing not included. Use OEM replacement for proper hydraulic release operation.

McLeod RST Twin Disc Clutch Kit | 2001-Up Mustang V8 | 26-Spline Organic

Key Features

• 800 horsepower capacity for high-powered street builds
• Twin organic-lined friction discs deliver smooth engagement with soft pedal effort
• 26-spline hub with 1.125-inch input shaft diameter for TREMEC T-56 compatibility
• 246mm (9.687-inch) disc diameter for maximum clamping surface
• Sprung hub design with diaphragm-style pressure plate
• McLeod patented adapter ring fits Ford 164-tooth Modular flywheels
• Fits 2001-up Mustang V8 applications: 4.6L, 5.0L Coyote, and 5.4L
• Made in the USA

Description

When your Mustang's power output pushes past what a single-disc clutch can reliably hold, the McLeod RST Twin Disc delivers an economical twin-disc solution rated to 800 horsepower while maintaining genuine street manners. This clutch kit solves the common problem of choosing between holding capacity and daily driveability—you don't have to sacrifice one for the other.

The twin 246mm organic-lined friction discs double the engagement surface compared to single-disc setups. Organic facings provide smooth, progressive engagement with a soft pedal effort, making this clutch kit ideal for the street performance enthusiast who doesn't want the harsh, grabby engagement of metallic race compounds. The sprung hub design absorbs drivetrain shock, while the diaphragm-style pressure plate delivers consistent clamping force through the entire rpm range.

McLeod's patented adapter ring system allows this clutch to work with Ford 164-tooth Modular engine flywheels (4.6L, 5.0L Coyote, 5.4L). The 26-spline hub with 1.125-inch diameter pairs directly with TREMEC T-56 six-speed transmissions. Note that this kit requires a small valley ID flywheel configuration—it will not fit 2011-2017 factory flywheels. For GM LS-X applications, this kit works only with LS1/LS6 flat-style flywheels; recessed LS2/LS3/LS7 flywheels will not work.

This is a street performance clutch—not designed for competition use where sustained high-heat drag racing or track sessions demand more aggressive friction materials. Proper break-in requires 500-750 miles of stop-and-go city driving to actuate the clutch 1,200 to 1,500 times before any hard use. Made in the USA.

Kit Includes

• Diaphragm-style pressure plate
• Two organic-lined friction discs with sprung hubs
• Floater plate
• McLeod patented adapter ring (large gold metric ring)
• Pilot alignment tool
• Installation instructions

Note: Pilot bushing and throwout bearing not included. Flywheel resurfacing and bellhousing alignment check recommended during installation.

Key Features

• 1,000hp torque capacity - built for extreme horsepower street/strip applications
• Dual ceramic friction discs provide slightly aggressive engagement with soft pedal effort
• 9.687-inch (246mm) disc diameter with 1-1/8-inch x 26-spline input shaft
• Patent-pending large gold metric adapter ring - bolts to your existing flywheel
• Blanchard ground floater plate distributes heat evenly and reduces driveline noise
• Diaphragm pressure plate delivers consistent clamping force with lighter-than-stock pedal feel
• Solid hub design for maximum torque transfer
• Fits Ford 164T Modular (4.6L, 5.0L Coyote, 5.4L) and GM 168T LS1/LS6 flat-style flywheels
• No dedicated flywheel required - economical upgrade path for high-power builds

Description

When your build pushes past 500hp and you still want to drive it on the street, single-disc clutches start showing their limits. The McLeod RXT twin disc clutch kit delivers 1,000hp holding capacity in a package that maintains street manners - soft pedal effort, smooth engagement, and the kind of durability that lets you drive to the track, run quarter-mile passes, and drive home without drama.

The engineering centers on dual ceramic friction discs mounted to a Blanchard ground floater plate. The ceramic facings provide slightly aggressive engagement with excellent release characteristics - enough grip for serious power without the on-off grabbiness that makes some racing clutches miserable in traffic. The floater plate distributes heat across both friction surfaces, preventing the hot spots that kill single-disc setups under sustained abuse. McLeod's diaphragm pressure plate maintains consistent clamping force throughout the disc's lifespan while actually delivering lighter-than-stock pedal effort.

This kit uses McLeod's patent-pending large gold metric adapter ring, eliminating the need for a dedicated flywheel. The adapter ring bolts directly to flat-style metric flywheels found on Ford 164T Modular engines (4.6L, 5.0L Coyote, 5.4L) and GM 168T LS1/LS6 applications. Critical note: this kit will NOT fit factory 2011-17 Coyote flywheels, recessed LS2/LS3/LS7 flywheels, or flywheels with crank reliefs larger than 6.250 inches in diameter. The 1-1/8-inch x 26-spline input shaft fits T-45, TR-3650, T-56, TR-6060, and TREMEC Magnum transmissions with 26-spline inputs.

Break-in requires 500-750 miles of stop-and-go city driving to properly seat the friction surfaces - no drag racing or dyno pulls until you've actuated the clutch 1,200-1,500 times. Always resurface the flywheel with a coarse stone-ground finish, replace the pilot bearing, and verify bellhousing alignment during installation. This kit does not include a pilot bearing or throwout bearing.

What's Included

• Diaphragm pressure plate
• Two ceramic friction discs (9.687-inch diameter, solid hub)
• Blanchard ground floater plate with noise-reducing straps
• Large gold metric adapter ring - CNC-machined and anodized (patent-pending)
• Pilot alignment tool
• Installation instructions
• Lifetime tech support from Modern Driveline

Note: Pilot bearing and throwout bearing not included - must be sourced separately for your application.

Key Features

• Needle roller construction reduces friction and parasitic drag versus bronze pilot bushings
• 1.379" outer diameter press-fits Ford small block crankshaft pilot bore
• 0.670" inner diameter supports transmission input shafts in the .669"-.672" range
• 0.500" width provides proper support without bottoming in crankshaft recess
• Pre-greased from factory - no additional lubrication required or recommended
• Direct fit for Ford 302 and 351 Windsor engines with manual transmissions

Description

A worn or incorrect pilot bearing causes grinding shifts, premature input shaft wear, and clutch drag that won't release. This needle bearing delivers the low-friction operation your Ford small block manual transmission swap demands, replacing high-drag bronze bushings with precision needle rollers that spin freely during clutch engagement and disengagement.

Needle roller bearings dramatically reduce the friction between your transmission input shaft and crankshaft compared to solid bronze bushings. Where a bronze bushing relies on an oil film that can break down under heat and load, needle rollers maintain consistent, low-drag rotation throughout the clutch cycle. The result is cleaner clutch release, smoother shifts, and longer input shaft life.

The 1.379" outer diameter press-fits the standard Ford small block crankshaft pilot bore found in 302 and 351 Windsor engines. The 0.670" inner diameter accommodates most manual transmission input shafts, including those found on TREMEC TKO, TKX, and T5 units that typically measure in the .669"-.672" range. The 0.500" width ensures the bearing seats properly without bottoming out in the crankshaft recess.

This bearing ships pre-greased from the factory. Do not add additional grease - excess lubrication can contaminate clutch disc facings and cause slippage or premature failure. Press the bearing into the crankshaft before flywheel installation, seating it until you notice a change in tone indicating full contact with the bore shoulder. A slight lip extending from the crankshaft face is normal and expected.

What's Included

• One needle roller pilot bearing with factory lubrication

Key Features

• Premium Oilite bronze construction - oil-impregnated for self-lubrication and extended service life
• Precision dimensions: 1.379" OD x .670" ID x .500" wide [VERIFY: description states .580" wide - confirm correct width]
• Fits Ford 144ci/170ci/200ci inline-6, all Small Block Ford V8s, and all Ford Modular V8 engines
• Provides superior input shaft support compared to failure-prone roller bearings
• Self-lubricating bronze eliminates the need for additional greasing

Description

A worn or failed pilot bushing leads to hard shifting, gear clash, clutch chatter, and premature input shaft wear. This heavy-duty Oilite bronze pilot bushing delivers full support of the transmission input shaft snout, ensuring smooth clutch engagement and proper drivetrain alignment throughout the life of your clutch.

Engineered from premium-grade Oilite bronze, this bushing features a sintered, porous construction that is vacuum-impregnated with oil. As the bushing wears, it continuously releases lubricant to the input shaft pilot surface - no additional greasing required. In fact, you should never grease an Oilite bushing, as the soap in grease can clog the pores and defeat the self-lubricating design. Unlike needle roller bearings that can fail catastrophically and score or destroy your input shaft, bronze bushings wear gradually and predictably, giving you warning signs before causing drivetrain damage.

This bushing fits the complete range of Ford inline-six engines (144ci, 170ci, and 200ci), all Small Block Ford V8 applications, and all Ford Modular V8 engines. The universal Ford fitment makes this an essential shop stock item for clutch jobs and transmission swaps.

Installation tip: Freeze the bushing before installation to shrink it slightly for easier press-in. For removal, stuff bread into the center of the bushing and drive it out with a punch - much cleaner than the traditional grease-packing method. Pilot bushings are wear items and should be replaced with every clutch service, regardless of apparent condition.

What's Included

• One Oilite bronze pilot bushing (1.379" OD x .670" ID x .500" wide) [VERIFY: confirm width - .500" or .580"]

Key Features

• M10 x 1.5mm x 23.5mm dimensions for precise Ford Modular and AMC V8 fitment
• 8740 chromoly steel construction with black oxide finish for corrosion resistance
• Tensile strength of 180,000 PSI — far exceeds OEM hardware
• Exclusive 12mm hex head design for improved wrench engagement
• Larger-than-stock shank diameter increases clamping strength and improves pressure plate register
• Aerospace alloy forged construction with heat treatment prior to thread rolling
• Application-specific grip length ensures proper thread engagement

Description

Pressure plate bolts are critical safety components that secure your clutch assembly under extreme clamp loads and heat cycles. Factory hardware is engineered for economy, not performance — it can stretch, fatigue, or fail under racing or aggressive street use. These ARP High Performance Series bolts solve that problem with premium 8740 chromoly steel hardened to a nominal tensile strength of 180,000 PSI, significantly stronger than OEM fasteners.

Each bolt is forged from aerospace-grade alloy and heat-treated before thread rolling and machining, ensuring maximum grain structure integrity and fatigue resistance. The black oxide finish provides corrosion protection while maintaining proper torque characteristics. The exclusive 12mm hex head design delivers better tool engagement than standard fasteners, reducing the risk of rounding during installation or removal at high torque values.

The larger-than-stock shank diameter increases clamping force and improves register accuracy between the pressure plate and flywheel — critical for maintaining concentricity and preventing clutch chatter. These bolts are application-specific for Ford 4.6L, 5.0L, and 5.4L Modular V8 engines, plus AMC V8 applications (call for AMC fitment details), ensuring proper grip length and thread engagement for your specific combination.

When you're building a high-performance drivetrain, don't let bargain-bin hardware be the weak link. ARP fasteners are the trusted choice of professional engine builders and racers worldwide. Backed by ARP's manufacturer warranty against defects.

What's Included

• Six (6) M10 x 1.5mm x 23.5mm pressure plate bolts
• 8740 chromoly steel construction with black oxide finish
• 12mm hex head design
• ARP manufacturer's warranty against defects

Key Features

• Removable pivot shaft eliminates the need to move or disassemble the pedal support during installation
• Works with all factory pedal supports - both automatic and manual transmission configurations
• No replacement brake pedal needed - simply trim the left end of the automatic brake pedal pad
• Laser-cut from quality materials with CNC bends for precise fit and clean appearance
• Durable powder coat finish for corrosion resistance and factory-quality looks
• Includes pedal spring pivot point
• Made in the USA

Description

Anyone who's wrestled a clutch pedal into a '67-'68 Mustang or Cougar knows the factory design creates an installation headache - the original one-piece pivot shaft requires moving or removing the entire pedal support bracket just to get the pedal in place. This OEM-replacement clutch pedal solves that problem with a removable pivot shaft that lets you install the pedal without disturbing the support bracket already mounted under the dash.

The engineering is straightforward: slide the pedal into position, then insert and secure the pivot shaft from the side. This two-piece design dramatically simplifies installation whether you're replacing a worn factory clutch pedal or converting an automatic car to manual. The pedal is designed to work with all factory pedal supports, so you can reuse your existing bracket regardless of whether the car originally came with an automatic or manual transmission.

When converting from automatic, the stock brake pedal is simply trimmed on the left side to create clearance for the clutch pedal - no need to source a separate manual-transmission brake pedal. Laser-cut construction with CNC bends ensures the pedal matches factory dimensions and pivot geometry, while the powder coat finish provides long-lasting durability and a clean appearance that matches restored or restomod interiors.

Note: When using with a clutch cable or hydraulic clutch release system, the pedal return spring is not used. For mechanical Z-bar linkage setups, the included spring pivot point provides the factory return-spring attachment location.

What's Included

• Clutch pedal assembly with removable pivot shaft
• Pedal spring pivot point

Clutch & Manual Brake Pedal Pad Kit with Trim Rings | 1965-1968 Mustang

Key Features

• Complete two-pad kit for clutch and manual brake pedals
• Stainless steel trim rings included for factory-correct appearance
• Textured rubber surface provides secure grip under hard braking and clutch engagement
• Direct-fit replacement slides over factory metal pedal pads
• Fits 1965-1968 Mustang and Cougar, plus 1966-73 Fairlane, Falcon, and Torino
• Proudly made in the USA

Description

Worn, cracked, or missing pedal pads compromise both safety and the finished look of your interior. Over time, factory rubber pads lose their textured grip surface, split at the edges, or fall off entirely, leaving bare metal that's slick under foot and rough on the eyes. This complete pedal pad kit restores proper grip and original appearance to manual transmission Ford classics.

Each kit includes replacement pads for both the clutch and manual brake pedals, engineered to slip directly over your existing factory metal pedal faces. The durable rubber compound features the correct textured surface pattern for secure foot placement during aggressive driving, heel-toe downshifts, or everyday cruising. Stainless steel trim rings complete the package, delivering the polished factory-correct finish that sets a quality restoration apart.

Application coverage spans the full range of mid-60s to early-70s Ford platforms sharing this pedal design: 1965-1968 Mustang and Cougar, plus 1966-1973 Fairlane, Falcon, and Torino. Whether you're finishing a full restoration, completing a manual transmission conversion, or simply refreshing tired pedals, this kit delivers the components you need. Engineered for quality and long service life, made in the USA.

Kit Includes

• Clutch pedal pad with textured rubber grip surface
• Manual brake pedal pad with textured rubber grip surface
• Stainless steel trim ring for clutch pedal
• Stainless steel trim ring for brake pedal

Key Features

• Complete clutch and brake pedal pad replacement kit for disc brake applications
• Stainless steel trim rings restore factory-correct polished appearance
• Direct-fit replacement for worn or missing original pedal pads
• Fits 1965-1968 Mustang/Cougar and 1966-1973 Fairlane/Falcon/Torino
• Engineered and carefully crafted for quality and long service life
• Made in the USA

Description

Factory pedal pads take decades of abuse from boots, sneakers, and bare feet. The original rubber deteriorates, cracks, and eventually disintegrates entirely--leaving you with bare metal pedals that compromise grip and destroy the period-correct look of your interior. This complete pedal pad kit restores both safety and factory appearance with precision-manufactured replacements designed specifically for disc brake-equipped manual transmission cars.

Each kit delivers both clutch and brake pedal pads engineered to replicate factory specifications, complete with stainless steel trim rings that duplicate the original polished appearance. The pads feature correct ribbing patterns for secure grip and are manufactured from durable materials built to last another few decades. Installation is straightforward--the pads slip over your existing factory metal pedal faces for a direct replacement that requires no modification.

Applications span the classic first-generation Mustang era from 1965-1968, Mercury Cougar from the same years, plus the broader Ford intermediate lineup including Fairlane, Falcon, and Torino through 1973. Specifically designed for disc brake applications--if you have drum brakes, you need the manual brake version instead. Proudly made in the USA with the quality and attention to detail that ensures proper fit and long service life.

Kit Includes

• Clutch pedal pad
• Disc brake pedal pad
• Stainless steel trim rings (2)

Key Features

• Direct replacement for Ford C7ZZ-7583-B clutch pedal bumper
• Snap-in installation to clutch pedal support bracket - no tools required
• Sets correct clutch pedal height and limits over-travel
• Cushions pedal return to eliminate clunk and harsh contact noise
• Direct-fit for '67-'68 Mustang and Cougar applications

Description

A worn, cracked, or missing clutch pedal stop creates annoying clunks on every shift and throws off your pedal geometry. This rubber clutch pedal stop replaces the original Ford C7ZZ-7583-B bumper that deteriorates after decades of use, restoring proper pedal function to your '67-'68 Mustang or Cougar.

The rubber stop mounts in the clutch pedal support bracket where it serves two critical functions: it sets the correct pedal height at rest and cushions the pedal's return travel to eliminate metal-on-metal contact noise. Without this stop, your clutch pedal can over-travel past its intended rest position, leading to inconsistent engagement feel, accelerated linkage wear, and that telltale clunk every time you release the clutch.

Installation takes seconds - the rubber stop simply snaps into place on the pedal support bracket with no tools or modifications required. This is a direct reproduction of the original Ford component, ensuring correct fit and factory-intended pedal positioning on your classic Mustang or Cougar clutch assembly.

What's Included

• One rubber clutch pedal stop (replaces Ford C7ZZ-7583-B)

Key Features

• High-strength, wear-resistant nylon construction outlasts original bushings
• 5/8" length matches original Ford B7AZ-2471-A specifications
• Fits 5/8" OD pedal pivot shafts
• Works in both clutch and brake pedal assemblies
• Manual transmission cars require six bushings; automatics require four
• Fits 1960-2004 Ford Mustang, Cougar, Fairlane, Falcon, and many Ford applications

Description

Worn pedal bushings create sloppy, imprecise pedal feel that only gets worse with every drive. This high-strength nylon bushing restores tight, responsive pedal action by eliminating the play and binding that develops when original bushings deteriorate over decades of use.

Made from durable, wear-resistant plastic, this bushing handles the constant pivoting forces of clutch and brake pedal operation without cracking or wearing out prematurely. The precise 5/8" length matches the original Ford B7AZ-2471-A specification for correct pedal geometry and feel.

This bushing works in both clutch and brake pedal assemblies that share the same 5/8" OD pivot shaft. Manual transmission cars require six bushings total—four in the common pivot shaft plus two additional at the clutch pedal. Automatic cars need four bushings. Note that '67 and later Mustangs with power brakes only require two bushings at the clutch pedal, since the power brake lever pivots on a separate shaft.

Direct replacement for Ford part number B7AZ-2471-A. Fits 1960-2004 Ford applications including Mustang, Cougar, Fairlane, Falcon, and many others. 

** For GM application see part number MD-402-1009

What's Included

• One high-strength nylon pedal shaft bushing (5/8" length)

Key Features

• Steel roller bearings replace failure-prone factory plastic bushings
• Reduces clutch pedal effort and delivers smoother, more consistent pedal travel
• Zinc-plated pivot supports clip directly into factory pedal hanger openings
• Includes reinforcement washer for worn pedal hangers - weldable for permanent repair
• Direct replacement for Ford part number C5ZZ-2478-RB
• Fits 1965-1973 Mustang plus many other 1960s-70s Ford applications

Description

Factory plastic pedal bushings are one of the most common failure points in classic Mustang clutch systems. They wear quickly, creating sloppy pedal feel, increased effort, and inconsistent clutch engagement. This roller bearing kit permanently solves that problem by replacing those soft plastic pieces with steel roller bearings that deliver smooth, precise pedal action for years.

The roller bearing design dramatically reduces friction at the pivot point, translating directly to lighter pedal effort and more tactile clutch feel. Instead of fighting a sticky, binding pedal during spirited driving, you get consistent engagement every time. The zinc-plated roller bearing supports clip directly into your existing factory mounting points, maintaining OEM appearance while delivering superior durability.

For pedal hangers that show wear from years of use, the kit includes a reinforcement washer that can be welded in place to restore structural integrity before installing the new bearings. This is a straightforward upgrade once the pedal support assembly is removed from the vehicle. Note that 1969-1973 applications may require minor modification to the pedal bracket assembly for proper fitment.

Designed as a direct replacement for Ford part number C5ZZ-2478-RB, this kit fits 1965-1973 Mustangs and works with many other Ford applications from the same era. If your clutch pedal feels agricultural instead of precise, worn bushings are likely the culprit - and this kit is the permanent fix.

Kit Includes

• Steel roller bearing clutch pedal pivot supports (zinc-plated)
• Reinforcement washer for worn pedal hanger repair
• Mounting hardware

OEM-Style Shift Lever | 1968 Mustang | T5, TKX, T56 Magnum

Key Features

• Authentic 1968 Mustang 4-speed appearance with simulated reverse lockout T-handle
• Chrome-plated high-strength steel construction for durability and show-quality finish
• 8mm mounting holes on 7/8-inch center-to-center spacing - bolts directly to stock T5 shifters
• 8.5-inch lever height positions the shift knob correctly for '68 interior ergonomics
• 1/2-20 thread accepts period-correct or modern shift knobs
• Compatible with TREMEC T5, TKX, and T56 Magnum transmissions
• Includes mounting hardware for OEM T5 shifter applications

Description

Five-speed swaps into classic Mustangs solve the highway droning problem, but they create a new one: a modern shift lever that looks completely out of place in a period-correct interior. This OEM-style shift lever delivers the authentic 1968 Mustang 4-speed appearance your build deserves while bolting directly to modern TREMEC transmissions.

The engineering centers on precision fitment. The 8mm mounting holes are positioned on 7/8-inch center-to-center spacing to bolt directly to stock T5 shifters without modification. When using aftermarket shifters, the mounting holes may need to be enlarged to accept 3/8-inch bolts. The chrome-plated high-strength steel construction provides both the durability for daily driving and the show-quality finish that restoration and restomod builds demand.

The simulated reverse lockout lever with T-handle captures the distinctive look of the original 1968 4-speed shifter. The lockout mechanism is non-functional since modern TREMEC transmissions don't use this feature, but the visual authenticity remains intact. The 8.5-inch lever height places the shift knob exactly where the factory intended, and the standard 1/2-20 thread accepts your choice of period-correct woodgrain knobs or modern alternatives.

This lever works with T5, TKX, and T56 Magnum transmissions, covering the most popular 5-speed and 6-speed conversion choices for classic Mustangs. If you're building a restomod that needs to look stock from the driver's seat, this is the shift lever that gets it done.

Kit Includes

• Chrome-plated high-strength steel shift lever with simulated reverse lockout
• Mounting hardware for OEM T5 shifters

Hurst Competition/Plus Shift Lever | Chrome Steel | 10 x 5.5 x 1.3-Inch

Key Features

• 10-inch length with 5.5-inch setback and 1.3-inch offset for optimal hand positioning
• Triple chrome-plated high-strength steel construction
• Iconic Hurst name stamped on lever
• 3/8"-16 threaded tip accepts all Hurst T-handles and shift knobs
• 0.375-inch bolt holes with 0.875-inch center-to-center spacing
• Fits all Hurst shifters with two-bolt attachment
• Works with T5, T56, and TKX transmissions

Description

When your factory shifter stick wears out or you need a different height and offset for your custom build, this genuine Hurst Competition/Plus lever delivers the classic positioning muscle car enthusiasts demand. The 10-inch length combined with the 5.5-inch setback and 1.3-inch offset puts the shift knob exactly where you need it for comfortable, precise gear changes in most '60s muscle car applications.

Constructed from high-strength steel and triple chrome plated, this lever provides the durability and corrosion resistance required for daily driving and weekend performance use. The iconic Hurst name is stamped directly into the steel, marking this as a genuine piece of shifter heritage from America's Number 1 Shifter Company.

The 3/8"-16 threaded tip accepts any Hurst T-handle or shift knob, letting you complete your interior with your preferred grip style. The 0.375-inch bolt holes with 0.875-inch center-to-center spacing ensure direct fitment to all Hurst Competition/Plus shifters with two-bolt attachment. This lever works with T5, T56, and TKX transmissions, making it ideal for both restoration and swap applications.

For over 60 years, Hurst has been the OEM shifter supplier for legendary muscle cars including the Pontiac GTO, Plymouth Barracuda, Plymouth Super Bird, and Ford Mustang Boss 302. When you install a Hurst shifter stick, you're getting the same engineering that equipped those iconic factory hot rods.

Kit Includes

• 1 - Hurst Competition/Plus shift lever (Hurst Model #5384106)
• Triple chrome-plated high-strength steel construction
• Hurst name stamping

Key Features

• Iconic Hurst round bar design with chrome-plated forged steel construction and "HURST" name stamped on stick
• 11.21-inch height with 3.75-inch setback - the classic OEM-style geometry originally supplied on factory Hurst-equipped muscle cars
• 3/8"-16 TPI thread accepts all Hurst shift knobs and T-handles
• Works with all Hurst two-bolt style shifter assemblies - ideal for 1969 Camaro, SS, RS, Z28, and Firebird builds
• Compatible with factory console installations and modern TREMEC TKX, TKO, and T56 Magnum transmissions
• 3/8" mounting holes on 7/8" spacing for secure two-bolt attachment

Description

This is the shift lever that defined an era. The Hurst chrome-plated round bar stick was the upper bolt-on stick originally supplied from Detroit factories for vehicles that were "Hurst Equipped." The chrome round bar design, bolt-on construction, Hurst logos, and white ball knob were the identifying features that signified a Hurst shifter was installed at the factory as original equipment. For years, these OEM round bar sticks were never sold to the general public - they were only available if you bought a vehicle optioned with a Hurst shifter from the dealer.

Now this OE-style stick is available directly from Hurst, with all the great features exactly as originally designed. Built from forged steel with high-quality chrome plating, this shift lever delivers the authentic look and durability that made Hurst "America's Number 1 Shifter Company." The iconic "HURST" name is stamped directly into the stick, providing the period-correct detail that separates genuine Hurst hardware from generic alternatives.

The 11.21-inch height with 3.75-inch setback creates the classic curved geometry that puts the shift knob exactly where it belongs for smooth, confident shifts. This lever is particularly popular for 1969 Camaro and Firebird builds, fitting factory console installations as well as period-correct Muncie 4-speed shifters. Modern builders will appreciate that it also works perfectly with TREMEC TKX, TKO, and T56 Magnum transmissions paired with Hurst-pattern shifter mechanisms.

The universal 3/8"-16 TPI thread accepts all Hurst shift knobs and T-handles, giving you complete control over the final appearance. Whether you're completing a concours-level restoration or building a restomod that honors classic muscle car heritage, this chrome round bar shift lever delivers the authentic Hurst experience.

What's Included

• One Hurst round bar shift lever (Part #5387438)
• Forged steel construction with chrome plating
• "HURST" logo stamped on lever
• 3/8"-16 TPI threaded tip for shift knobs

Key Features

• OEM-style appearance matches original 1965-67 Mustang shifter aesthetic
• Chrome-plated high-strength steel construction for long-lasting finish
• Direct bolt-on compatibility with TREMEC T5, TKX, and T56 Magnum transmissions
• 8mm mounting holes on 7/8-inch center-to-center spacing
• 8.5-inch lever height for proper shift feel and reach
• 1/2-inch x 20 thread size for standard shift knob compatibility
• Includes complete mounting hardware for T5 shifters
• Simulated reverse lockout styling for period-correct appearance

Description

Swapping a modern five-speed into a classic Mustang creates a problem: the original shift lever won't bolt up to a TREMEC shifter, and generic levers look out of place in a period-correct interior. This OEM-appearance shift lever solves both issues by combining mid-'60s Mustang styling with the correct mounting pattern for modern TREMEC transmissions.

Built from high-strength steel with a chrome-plated finish, this lever replicates the factory design down to the simulated reverse lockout feature. The lockout is cosmetic only—it provides the correct visual cues without functional lockout action, since TREMEC transmissions handle reverse lockout internally. The 8mm mounting holes are precisely spaced at 7/8-inch center-to-center to bolt directly to stock T5 shifter mechanisms without modification.

At 8.5 inches tall, the lever delivers the proper shift feel and ergonomics that made the original setup intuitive. The 1/2-inch x 20 threaded tip accepts standard shift knobs, making it easy to complete your period-correct interior. If you're running an aftermarket shifter, you may need to enlarge the mounting holes to accommodate 3/8-inch bolts—but the included hardware covers stock T5 installations.

This lever is compatible with TREMEC T5, TKX, and T56 Magnum transmissions, making it ideal for vintage Mustang restorations and pro-touring builds that demand authentic styling without sacrificing modern driveline performance.

What's Included

• Chrome-plated high-strength steel shift lever (8.5-inch height)
• Complete mounting hardware for T5 shifter installation

Key Features

• Exact reproduction of Ford OE part C5ZZ-7277-B - identical to original 3-speed and 4-speed boots
• Compression molded EPDM rubber construction with textured skin matching factory appearance
• Internal steel insert reinforcement - replicates OEM engineering for proper fit and durability
• Rectangular base with 4 mounting holes - uses existing factory hardware locations
• Designed for round OEM style shifter levers only
• Black finish matches original factory appearance
• Scott Drake quality - Ford-licensed reproduction parts manufacturer

Description

A cracked, dry-rotted, or missing shift boot ruins the cockpit appearance of your classic Mustang and lets dirt, debris, and noise flood through the transmission tunnel opening. This OEM style shift boot delivers an exact reproduction of Ford's original C5ZZ-7277-B part number, restoring the clean factory look to your shifter assembly while sealing the tunnel opening properly.

Scott Drake engineered this boot using compression molded EPDM rubber with a textured surface that precisely matches the original Ford piece. Unlike cheap aftermarket boots that look obviously wrong, this reproduction captures the exact appearance and feel of the factory component. The internal steel insert reinforces the base just like the originals, ensuring proper seating in the transmission tunnel opening and preventing the boot from collapsing or deforming during use.

The rectangular base mounts directly to your existing hardware locations with 4 mounting holes positioned to match the factory pattern. No cutting, trimming, or modification required - this is a direct replacement that installs in minutes. The upper opening is sized specifically for round OEM style shifter levers common to 3-speed and 4-speed manual transmissions of the era.

Compatible with 1965-1968 Ford Mustang models equipped with factory 3-speed or 4-speed manual transmissions using round shifter levers. For a complete restoration look, pair with the optional chrome bezel (see part number MD-321-1061-B).

Kit Includes

• 1 - Black EPDM rubber shift boot with internal steel insert (OE style reproduction)

Key Features

• Hurst's most popular shift boot - adaptable to most aftermarket and OEM shifter installations
• Black rubber construction with iconic embossed Hurst 'H' logo
• Chrome trim plate and complete mounting hardware included
• Rectangular boot shape designed for square/rectangular shift levers
• Outside boot dimensions: 6-3/8" long x 5-1/4" wide
• Mounting hole pattern: 5-5/16" x 4-1/4" center-to-center
• 0.375" diameter bolt holes for secure fastening

Description

Finish your shifter installation with the most popular shift boot in the Hurst lineup. This genuine Hurst B-4 shift boot and chrome trim plate kit delivers the authentic muscle car look that enthusiasts have trusted since 1958. The durable black rubber boot features the iconic embossed Hurst 'H' logo - a detail that instantly signals performance heritage in any interior.

Engineered for versatility, the rectangular boot design accommodates square or rectangular shift lever configurations, making it compatible with a wide range of aftermarket and factory shifter setups. The boot measures 6-3/8 inches long by 5-1/4 inches wide on the outside, with a mounting hole pattern of 5-5/16 inches by 4-1/4 inches center-to-center. Each of the four mounting holes is 0.375 inches in diameter, providing secure bolt-down installation.

Beyond aesthetics, this boot serves a functional purpose - sealing off the transmission tunnel to keep road noise, dust, and debris out of your cabin. The included chrome trim plate delivers a clean, professional finished appearance that complements everything from vintage muscle cars to modern resto-mod builds. Whether you're completing a TREMEC swap or refreshing an original four-speed installation, this kit provides the classic Hurst look with the quality construction the brand is known for.

What's Included

• Black rubber shift boot with embossed Hurst 'H' logo
• Chrome trim plate
• Complete mounting hardware
• Installation instructions

Key Features

• Complete kit with chrome-plated steel trim plate and mounting hardware
• Black rubber boot with rectangular shape for square/rectangular shift levers
• Universal design adapts to most shifter installations
• Outside boot dimensions: 6-3/8" long x 5-1/4" wide
• Mounting hole spacing: 5-5/16" x 4-1/4" center-to-center
• 0.375" diameter bolt holes for secure mounting
• Popular choice for classic muscle car and street rod conversions

Description

Aftermarket shifter installations leave an exposed floor opening that invites dust, debris, and road noise into your interior. The Hurst Indy Shifter Boot and Chrome Plate Kit delivers a clean, finished appearance while sealing out the elements. This popular economy boot has been a go-to solution for classic conversions and custom builds for decades.

The rectangular black rubber boot is designed to accommodate square and rectangular shift lever shapes, making it ideal for Hurst Indy shifters and compatible with most aftermarket manual transmission shifters. The universal design adapts to a wide variety of applications, from vintage muscle cars to modern street rods. At 6-3/8" long by 5-1/4" wide outside dimensions with mounting holes spaced 5-5/16" by 4-1/4" center-to-center, this boot covers most factory and custom-cut floor openings.

The included chrome-plated steel trim plate adds a professional finishing touch, concealing rough floor cuts and giving your interior that showroom-ready look. With 0.375" diameter bolt holes and all necessary mounting hardware included, installation is straightforward. This kit works equally well as original equipment on a new shifter install or as a replacement boot on an existing setup.

Hurst has been an American icon since 1958, serving as the OEM shifter supplier for legendary muscle cars including the Pontiac GTO, Plymouth Barracuda, Plymouth Super Bird, Ford Mustang Boss 302, and Ford Mustang Shelby GT500 KR. When you install a Hurst boot, you're getting the same quality that came factory in some of the most iconic performance cars ever built.

What's Included

• Black rubber shifter boot (rectangular shape, 4-pleat design)
• Chrome-plated steel trim plate
• Complete mounting hardware
• Installation instructions

Key Features

• OE-style chrome finish replicates factory appearance (OE# C5ZZ-7262-C)
• Steel construction with chrome plating for durability
• Rectangular/square base shape for correct fitment
• Designed for non-console manual transmission Mustangs
• Floater plate design for proper boot retention
• Compatible with shift boot MD-321-1061

Description

Nothing finishes off a manual transmission floor shift like a factory-correct bezel. This OE-style chrome shift boot retainer restores the clean, professional look Ford intended for 1965-1968 Mustang interiors equipped with manual transmissions and no center console. If your original bezel is pitted, scratched, or missing entirely, this reproduction brings back the polished detail that makes a restoration complete.

Constructed from steel with a bright chrome finish, this bezel matches the original Ford C5ZZ-7262-C part specification. The rectangular base shape and floater plate design ensure proper fitment and secure boot retention around the shifter opening. Unlike universal bezels that require modification, this piece drops in exactly where the factory part lived - no cutting, bending, or fabrication required.

Manufactured by Scott Drake - a leading supplier of classic Mustang reproduction parts - this bezel maintains the quality and dimensional accuracy restoration enthusiasts demand. Pair it with the matching MD-321-1061 shift boot for a complete, factory-correct shifter assembly that looks right whether you are building a concours show car or a weekend driver.

Direct fitment for 1965-1968 Ford Mustang models with manual transmission and no center console. Also compatible with Falcons and Cougars of the same era.

What's Included

• Chrome shift boot bezel/retainer - steel construction

Key Features

• OE reproduction of Ford part number C4ZB-7262-B with correct fitment
• High-quality chrome-accented surround trim over black camera case textured background
• Square base design for direct bolt-in installation on non-console applications
• Compatible with 3-speed, 4-speed, and 5-speed manual transmission shifters
• Includes period-correct mounting screw hardware

Description

If you're running a floor-mounted manual shifter in your '64-'68 Mustang without a console, the area around the shift lever can look unfinished or utilitarian. This deluxe chrome shift bezel solves that problem by framing your shifter with OEM-style trim that elevates the entire interior.

Originally designed for early Mustangs and Falcons, this reproduction bezel features the correct black camera case textured background with chrome-accented surround trim that matches the factory deluxe interior appearance. The square base configuration provides direct bolt-in fitment for non-console Mustang applications from 1964 through 1968.

Engineered for use with 3-speed and 4-speed factory shifters, this bezel also accommodates 5-speed conversion shifters, making it an ideal finishing piece whether you're restoring to stock or building a TKX or TKO swap. Purpose-built mounting screws are included for straightforward installation without sourcing additional hardware.

What's Included

• Deluxe shift bezel with chrome surround and black textured background
• Period-correct mounting screw hardware

Key Features

• OE-style deluxe shift bezel for non-console 1964-1968 Mustangs
• Satin chrome finish with black camera case textured background
• Die-cast zinc construction for long-lasting durability
• Square base shape fits 3-speed, 4-speed, and 5-speed manual shifters
• Purpose-built mounting screws included for direct installation
• Also fits 1967-1968 Mercury Cougar non-console applications
• OE part number C4ZB-7262-S

Description

Non-console Mustangs deserve better than a basic shifter boot floating on bare carpet. This deluxe floor-mounted shift bezel transforms the shifter area from utilitarian to upscale, providing the refined interior detailing that sets early Mustangs apart. Where standard bezels look plain and unfinished, this deluxe version adds show-quality trim without the bulk of a full center console.

The die-cast zinc construction delivers the heft and durability of the original Ford design, while the satin chrome finish strikes the perfect balance between show-quality appearance and daily-driver practicality. The black camera case textured background provides correct contrast to highlight the satin chrome trim ring, matching the factory aesthetic of deluxe-optioned Mustangs.

This OEM-style bezel is a direct-fit replacement for 1964-1968 Mustangs with standard manual transmissions. The square base shape works with 3-speed, 4-speed, and 5-speed manual shifters, making it equally suited for original restorations and modern 5-speed swaps. Installation is straightforward with the included purpose-built mounting screws that thread directly into the original floor pan holes. Also fits 1967-1968 Mercury Cougar non-console applications.

What's Included

• Deluxe shift bezel with satin chrome finish and black camera case textured background
• Purpose-built mounting screws

Speedometer Cable | 1967-1968 Mustang/Cougar | 5/8" Barrel | T5/TKO/TKX/AOD

Key Features

• 5/8" barrel-style connector matches factory Ford speedometer interface
• 63" overall length accommodates driver-side routing required by T5, TKO, and TKX transmissions [VERIFY: Product description states 63", key_features field states 59" - confirm correct length]
• Designed specifically for '67-'68 Mustang and Cougar five-speed and AOD conversions
• Compatible with Ford T5, TKO, TKX, and AOD transmissions
• Also fits Falcon conversions using MDL front-shift tailhousing or front-shift T5 packages

Description

When you swap from a factory four-speed to a modern T5, TKO, or TKX five-speed, the speedometer cable routing changes completely. These TREMEC transmissions position the mechanical speedometer drive on the driver's (left) side of the case, meaning your original cable won't reach - and trying to force an ill-fitting cable creates binding, premature wear, and inaccurate readings.

This application-specific speedometer cable solves that problem for '67-'68 Mustang and Cougar owners. The 5/8" barrel-style connector interfaces correctly with the Ford speedometer head, while the 63" overall length provides the reach needed for proper left-side routing without binding or excessive slack. The result is a clean installation that keeps your factory speedometer functioning accurately with your new overdrive transmission.

Beyond T5 and TKO/TKX manual swaps, this cable also works for AOD automatic conversions in '67-'68 Mustang and Cougar applications. Falcon owners converting to five-speed can use this cable when paired with MDL front-shift tailhousings or front-shift T5 packages. If you're upgrading to modern overdrive and want to keep your factory speedometer working, this is the cable that makes it happen.

What's Included

• Speedometer cable with 5/8" barrel connector (63" length)

Key Features

• 16-tooth driven gear corrects speedometer accuracy for Ford manual transmission swaps
• Wine color coding for easy tooth count identification during installation and service
• Direct fit for Ford T5, T45, TKO, TKX, and T56 Magnum transmissions
• Precision-molded construction for smooth, reliable operation

Description

When you swap to a 5- or 6-speed transmission, your original speedometer gear won't work with the new final drive ratio, throwing off your speedometer readings. This 16-tooth driven gear provides the correct gear ratio match to restore accurate speedometer operation in Ford T5, T45, TKO, TKX, and T56 Magnum applications.

Selecting the correct driven gear depends on your rear axle ratio and tire diameter. The wine-colored housing provides instant visual confirmation of the 16-tooth count during installation and future service, eliminating guesswork when fine-tuning your speedometer calibration. Each tooth change adjusts the speedometer reading approximately 4-5 mph, so selecting the right gear for your combination is critical.

This is the correct driven gear for all Ford T5, T45, TKO, TKX, and T56 Magnum transmissions. Whether you're building a street machine that sees daily driving or a weekend cruiser that needs reliable instrumentation, this precision-molded gear delivers smooth, accurate speedometer operation mile after mile.

What's Included

• 16-tooth speedometer driven gear with wine-colored housing

Key Features

• 17-tooth driven gear with white color coding for easy identification
• Direct fit for Ford TREMEC transmissions: T5, T45, TKO, TKX, and T56 Magnum
• Precision-molded plastic construction for smooth, quiet operation
• Lower tooth count for higher axle ratios and/or taller tires
• Works with cable-driven mechanical speedometer systems

Description

Swapping to a 5 or 6-speed TREMEC transmission changes your final drive ratio, which means your factory speedometer gear combination no longer reads accurately. This 17-tooth white driven gear lets you recalibrate your mechanical speedometer to match your new drivetrain setup.

Speedometer driven gear selection depends on four variables: drive gear tooth count (on the output shaft), driven gear tooth count, tire diameter, and axle ratio. The 17-tooth count is typically paired with lower-numerical axle ratios or taller tires. Use a speedometer gear calculator to determine the correct tooth count for your specific combination of drive gear, rear end ratio, and tire height.

The white color coding makes this gear instantly identifiable, both in your parts bin and during installation. This precision-molded plastic gear meshes smoothly with the transmission's output shaft drive gear, delivering reliable operation without the noise or wear issues that can plague poorly-manufactured replacements.

This driven gear fits all Ford TREMEC transmissions including T5, T45, TKO, TKX, and T56 Magnum. Whether you're building a classic Mustang, Fairlane, or any Ford platform with a mechanical speedometer, this gear helps dial in accurate speed readings after your manual transmission conversion.

Kit Includes

• 17-tooth speedometer driven gear, white plastic

Speedometer Driven Gear | Ford T5/T45/TKO/TKX/Magnum | 18-Tooth Yellow

Key Features

• 18-tooth driven gear for speedometer calibration on Ford-pattern transmissions
• Yellow color-coded for quick identification during installation and service
• Fits Ford T5, T45, TKO, TKX, and T56 Magnum transmissions
• Precision molded for accurate tooth engagement and long service life
• Direct replacement--installs into existing speedometer drive housing without modification

Description

When you swap in a 5- or 6-speed manual transmission, your factory speedometer gear ratio goes out the window. The new transmission's final drive ratio won't mesh with your original speedo gear, leaving your speedometer reading inaccurately--sometimes wildly so. This 18-tooth yellow driven gear lets you dial in the correct speedometer calibration for your specific tire size and rear axle ratio combination.

This driven gear fits the full range of Ford-pattern TREMEC transmissions: T5, T45, TKO, TKX, and T56 Magnum. The industry-standard yellow color coding makes identification simple--no guessing which tooth count you're running when it's time for service or recalibration after a gear ratio change. The precision-molded construction ensures consistent tooth engagement with the drive gear for accurate, reliable speedometer readings mile after mile.

Installation is straightforward--the gear slides directly into the transmission's speedometer drive housing. If your speedometer calibration calculations call for more than 21 teeth (the maximum available driven gear size), you'll need to reduce the drive gear tooth count instead. Use a speedometer gear calculator with your tire diameter, axle ratio, and transmission drive gear tooth count to determine the correct driven gear for your application.

Kit Includes

• 18-tooth yellow speedometer driven gear

Key Features

• 19-tooth driven gear for precise speedometer calibration
• Pink color-coded for instant tooth count identification
• Fits Ford T5, T45, TKO, TKX, and TREMEC T56 Magnum transmissions
• Essential for correcting speedometer accuracy after gear ratio or tire size changes
• Precision molded construction for reliable, long-lasting operation

Description

When you swap transmissions, change rear axle ratios, or bolt on different tire sizes, your speedometer no longer reads correctly. This 19-tooth driven gear lets you recalibrate for accurate readings by changing the gear ratio between your transmission's output and the speedometer cable. It's the driven gear -- the one that mounts to the speedometer cable end and inserts into the transmission tailhousing.

The pink color follows Ford's standardized identification system, making it easy to confirm the tooth count at a glance when you're sorting through your parts bin or comparing against your current setup. If your speedometer reads too fast with your current gear, stepping up to this 19-tooth unit will slow the reading. Each additional tooth changes the speedometer reading by approximately 5-6%. If you need an even higher tooth count, 21-tooth is the largest available in the driven gear; beyond that, you'll need to reduce the drive gear size instead.

This gear fits all Ford T5, T45, and Ford T56 transmissions, as well as all TREMEC TKO, TKX, and T56 Magnum units. Installation is straightforward: remove the speedometer cable from the tailhousing, swap the driven gear, and reinstall.

What's Included

• One 19-tooth speedometer driven gear (pink)

Key Features

• 20-tooth driven gear for precise speedometer calibration
• Black color-coded for easy identification per Ford specification
• Fits Ford T5, T45, Ford T56, TREMEC T56 Magnum, TKO, and TKX transmissions
• Direct replacement for worn or incorrect factory gears
• Precision-molded plastic construction for durability and accurate engagement

Description

Transmission swaps and axle gear changes throw off speedometer accuracy - this 20-tooth driven gear gets your needle reading true again. When you install a five- or six-speed manual, the final drive ratio no longer matches your original speedometer gear, leaving you guessing at your actual speed. The correct driven gear restores accurate instrumentation so you know exactly how fast you're going.

This precision-molded driven gear is color-coded black for 20-tooth identification, following the standard Ford speedometer gear system. It pairs with the 7-tooth drive gear found on TREMEC TKO 500, TKO 600, TKX, and T56 Magnum transmissions to dial in speedometer accuracy for specific tire and axle combinations. Calculate your correct tooth count based on your tire diameter and rear axle ratio - if your math points to 20 teeth, this is your gear.

Note that 21 tooth is the largest driven gear size available for these applications. If your calculations call for a larger tooth count beyond 21, reducing the drive gear size provides the necessary calibration adjustment. Compatible with all Ford T5, T45, Ford T56, TREMEC T56 Magnum, and all TKO and TKX variants.

What's Included

• One 20-tooth driven speedometer gear (black)

Key Features

• 21-tooth red gear follows Ford's factory color-coding system for manual transmissions
• Largest standard driven gear tooth count available for maximum speedometer correction
• Fits all TREMEC transmissions using Ford-style speedometer systems: T5, T45, TKO, TKX, and T56 Magnum
• Precision molded nylon construction for smooth, quiet operation and long service life
• Direct drop-in replacement--no modifications required

Description

Swapping to a 5 or 6-speed TREMEC transmission changes your final drive ratio, which throws off your factory speedometer calibration. This 21-tooth red driven gear lets you recalibrate your mechanical speedometer to read accurately with your specific tire size and rear axle ratio combination--no electronic tuner required.

Ford has used a consistent color-coding system for manual transmission speedometer gears since the 1960s: 16-tooth wine, 17-tooth white, 18-tooth yellow, 19-tooth pink, 20-tooth black, and 21-tooth red. As the largest tooth count in the standard range, this red 21-tooth gear provides maximum correction for applications with taller tires or numerically higher axle ratios. Each tooth of difference adjusts your speedometer reading approximately 5-6%, so selecting the correct count is critical for accuracy.

The driven gear installs into the speedometer housing on the tailshaft of your transmission, where it meshes with the drive gear on the output shaft. TKO, TKX, and T56 Magnum transmissions come from the factory with a 7-tooth drive gear, making this 21-tooth driven gear the correct starting point for common combinations like 3.55 or 3.73 rear gears with 26-inch or taller tires. Use a speedometer gear calculator with your actual tire diameter and axle ratio to confirm the correct tooth count for your build.

This gear is compatible with Ford T5, T45, TKO, TKX, and T56 Magnum transmissions. The driven gear works with both cable-driven and VSS-equipped speedometer systems--just swap it into your existing housing.

What's Included

• 21-tooth red speedometer driven gear (precision molded nylon)

Key Features

• Secures driven speedometer gear for proper placement and operation in Ford T5 transmissions
• Direct replacement for original clips that have become brittle from heat exposure
• Essential component for automatic-to-manual conversions where no clip exists
• Compatible with all Ford T5 transmissions

Description

Clip-style speedometer gears require a retaining clip to lock the driven gear securely in the transmission housing, and this replacement clip delivers the secure fit your Ford T5 needs. Without a properly functioning clip, the driven speedometer gear can back out of the housing during operation, causing inaccurate speedometer readings and potential fluid loss.

Original retaining clips often become brittle after years of heat cycling in the transmission environment. If you're servicing your Ford T5, T-45, T-56, TKO/TKX, and Magnum speedometer gear or coming from an automatic transmission that didn't use a mechanical speedometer setup, a new retaining clip ensures your driven gear stays exactly where it needs to be. This is an inexpensive detail that makes the difference between a speedometer that works reliably and one that gives you trouble down the road.

This clip is the correct fitment for all Ford T5 transmissions and works with standard Ford-style driven speedometer gears. Keep one on hand whenever you're doing speedo gear service work.

What's Included

• One (1) retaining clip for Ford driven speedometer gear

Key Features

• 16-pulse Hall effect sensor delivers 16,000 pulses-per-mile output for accurate electronic speedometer calibration
• Direct bolt-in fitment for Ford gear drive TKO and TKX transmissions
• Three-wire design with included 10-foot pigtail harness for flexible routing and clean signal transmission
• Allen-head mounting bolt provides body clearance in tight transmission tunnel applications
• Uses standard T5 driven speedometer gears - no adapter required for low-profile installation.
• Compatible with Ford T-5, T-45, TR3550, 5-speed and 6-speed Ford T-56, and Magnum transmissions (requires Ford-driven speedometer gears and retainer clip)

Description

Swapping to a TKO or TKX five-speed means ditching the factory mechanical speedometer cable - but your electronic dash, engine management system, or cruise control still needs a reliable speed signal. This digital speedometer sensor plugs directly into the Ford-style VSS port on your TREMEC transmission's passenger-side tail housing and delivers a clean 16-pulse signal that works with the industry-standard 16,000 pulses-per-mile input most aftermarket speedometers and ECUs expect.

The three-wire Hall effect design provides a stable square wave output that won't degrade over long wire runs. The included 10-foot pigtail harness gives you plenty of length to route wiring cleanly through the tunnel and up to your dash or ECU, with a three-pin connector for easy hookup. The Allen-head mounting bolt is a thoughtful detail - standard hex-head fasteners can interfere with the sensor body in tight quarters, so this design ensures proper installation without clearance issues.

Beyond the TKO and TKX, this sensor also works with T-5z 5-speed and 6-speed Magnum transmissions when paired with Ford-driven speedometer gears and a retainer clip. Note that it does not fit Super Magnum, Magnum XL, or Magnum F transmissions - those use a different VSS configuration. If you're running a Dakota Digital, Classic Instruments, Auto Meter, or other programmable electronic speedometer, this sensor's 16,000 PPM output drops right into their standard calibration range.

What's Included

• 16-pulse digital speedometer sensor with three-pin connector
• 10-foot three-wire pigtail harness
• Allen-head mounting bolt

Key Features

• Laser-cut steel construction with CNC bending for precise, repeatable fitment
• Designed for TREMEC TKX and low-profile TKO-500/TKO-600 transmissions
• Ideal for small block, big block, and Shaker Hood applications that must maintain engine placement
• Raises transmission height in the tunnel without requiring floor modifications
• Engineered for maximum exhaust system clearance
• Convertible-compatible design with generous speedometer cable clearance
• Also fits Ford AOD automatic transmissions
• Black powder coat finish for corrosion resistance and professional appearance
• Sub-frame mounting hardware included
• Made in the USA

Description

Swapping a TREMEC TKX or low-profile TKO into your '67-'73 Mustang or Cougar demands more than a generic crossmember. Shaker Hood cars and big block combinations require precise engine placement, and cutting up the tunnel to fit a modern 5-speed defeats the purpose of a clean swap. This MDL crossmember solves that problem by raising the transmission to the correct height in the tunnel without any floor modifications--keeping your firewall-to-bellhousing geometry intact and your sheet metal untouched.

Unlike bent-tube crossmembers that compromise on exhaust clearance, this laser-cut steel design is CNC bent for exacting fitment every time. The heavy-duty construction handles the demands of high-torque applications while the low-profile shape maximizes clearance for headers and dual exhaust systems. Convertible owners get the same bolt-in fit as coupe and fastback builders, and the design provides generous clearance for speedometer cable routing.

The black powder coat finish delivers lasting corrosion protection and a clean, professional appearance that matches the quality of your drivetrain upgrade. Complete sub-frame mounting hardware is included to simplify installation, and the crossmember also fits Ford AOD automatics for builders running automatic swaps. Manufactured by MDL in the USA, this crossmember delivers the precision fitment and structural integrity your build demands.

Kit Includes

• Laser-cut steel transmission crossmember with black powder coat finish
• Sub-frame mounting hardware
• Installation instructions

Key Features

• OE-style replacement compatible with C4DZ-6068-A applications
• Precision-welded steel bracket with protective coating for corrosion resistance
• Rubber insulator dampens vibration without transmitting harshness to the chassis
• Direct fit for T5, TKO, TKX, and Toploader manual transmissions, plus C4 automatics
• Compatible with mid-1960s and later Ford vehicles and 1977-up F-Series trucks

Description

Maintaining proper driveline angle is critical for smooth operation, reduced vibration, and long-term drivetrain component life. Whether you're swapping to a modern overdrive transmission or replacing a worn-out factory mount, this precision-engineered transmission mount delivers OE-quality fit and durability for multiple Ford transmission applications.

The precision-welded steel bracket provides a solid, secure mounting point while the protective coating guards against corrosion over the long haul. Unlike polyurethane mounts that can transmit drivetrain vibration directly into the chassis and cabin, this mount uses a rubber insulator that effectively dampens vibration for a quieter, more comfortable driving experience. It's the factory-style approach for a reason.

This mount fits T5, TKO, TKX, and Ford Toploader 4-speed manual transmissions as well as C4 automatics. Application coverage includes mid-1960s and newer Ford vehicles plus 1977-up F-Series trucks. Requires MD-201-Mount 1101 hardware kit, sold separately.

Made with quality materials and precision manufacturing for applications demanding proper fit and reliability.

What's Included

• Precision-welded steel transmission mount bracket with protective coating
• Rubber insulator for vibration dampening

Note: Hardware kit (MD-201-Mount 1101) sold separately.

Key Features

• 100% synthetic ATF formulated for TREMEC manual transmissions requiring Dexron III specification
• Resists wear to valve body, gears, clutch plates and synchronizers in normal and severe service
• Friction modifiers promote fast, smooth clutch engagement and shudder-free shifts
• Thermally stable formulation resists heat-related breakdown, evaporation and viscosity loss
• Excellent cold-weather fluidity for reliable shifts during cold starts
• Resists harmful sludge formation with seal conditioning to guard against leaks
• Compatible with T5 World-Class, T45, TR3650, TKX, T56, TR6060 and Magnum transmissions

Description

Modern manual transmissions feature complex internal components -- multiple gear sets, clutch packs and narrow oil passageways -- that demand a steady supply of high-quality fluid to function properly. Without it, wear and sludge formation can lead to reduced performance and even catastrophic failure requiring thousands of dollars in repairs. This AMSOIL Synthetic Automatic Transmission Fluid delivers the Dexron III specification required by TREMEC transmissions while providing protection that exceeds conventional fluids.

In both normal and severe service, this synthetic ATF resists wear to the transmission's valve body, gears, clutch plates and synchronizers, helping your TREMEC achieve long service life. The thermally stable formulation guards against the harmful effects of thermal breakdown in elevated heat conditions, while resisting heat-related evaporation and viscosity loss to keep internal components clean and protected.

Formulated with friction modifiers that promote fast, smooth clutch engagement, this fluid delivers responsive shift feel and efficient torque transfer. It remains fluid in sub-zero temperatures, resisting thickening and flowing quickly for reliable shifts during cold starts. The excellent low-temperature fluidity also maximizes fuel efficiency. Seal conditioners help guard against leaks at input shaft seals and other critical points.

TREMEC TKX transmissions use Dexron III or Dexron III/Mercon specification ATF fluid, and Dexron III ATF is also recommended for T56 and TR3650 models. The T5, TKO and TKX five-speed transmissions require approximately 2.75 quarts, while six-speed Magnum transmissions require approximately 3.45 quarts. TREMEC recommends changing fluid after the initial 500-1000 mile break-in period, then every 30,000 miles thereafter.

What's Included

• One (1) quart bottle AMSOIL Synthetic Automatic Transmission Fluid (Dexron III compatible)

Key Features

• Forged steel construction for superior strength over cast alternatives
• 31-spline output shaft compatibility for Ford TKO, C6, and FMX transmissions
• 1310 Series U-joint with 1-1/16" bearing caps and 3-1/4" width
• 1310 Series rated for 400 lb-ft continuous torque, 800 lb-ft short-duration--suitable for street builds up to approximately 500 hp
• Precision-broached splines for tight-tolerance fit and vibration-free operation
• Outside snap ring retention style
• Manufactured by Neapco--a leading OEM and aftermarket driveline supplier

Description

Connecting your transmission to the driveshaft demands a slip yoke that can handle real power without becoming a weak link. This Neapco 31-spline forged steel slip yoke delivers the strength and precision fit required for Ford TKO, C6, and FMX transmissions, providing a direct-fit solution for street performance builds.

Forged steel construction eliminates the porosity and stress risers inherent in cast yokes. The result is a stronger, more consistent part that handles torque loads without cracking or deformation. The 1310 Series U-joint is rated for 400 lb-ft of continuous torque and 800 lb-ft short-duration loads--making this combination well-suited for street-driven cars producing up to approximately 500 hp, provided traction is managed with street tires rather than slicks.

Neapco's precision broaching process produces tight-tolerance spline fits that mate smoothly with the transmission output shaft. This accuracy, combined with reduced end play in the universal joint, minimizes driveline vibration and extends component life. The outside snap ring design allows for straightforward U-joint service when maintenance is eventually needed.

This slip yoke fits Ford transmissions with 31-spline output shafts, including the Ford TKO, C6 automatic, and FMX automatic. If your application requires higher torque capacity, consider upgrading to a 1330 or 1350 Series yoke and matching driveshaft components.

What's Included

• One Neapco forged steel 31-spline slip yoke
• One 1310 Series universal joint (1-1/16" bearing caps, 3-1/4" width)

Key Features

• Forged steel construction for superior strength and durability over cast yokes
• 31-spline full spline type with no counter bore
• 1330 series U-joint with 1-1/16" bearing cups
• 6.000" centerline to end length with 4.500" barrel length
• 1.685" journal diameter for proper seal contact
• Precision ground and pressure tested to 40 PSI for leak-free sealing
• Fits TKO, TKX, T56 Magnum, C6, FMX, and some T56 applications
• Weighs 2.900 lbs

Description

Converting to a TREMEC TKX or T56 Magnum often means driveline modifications are in order -- including upgrading to an aftermarket slip yoke that can handle the torque output of a modern 5 or 6-speed manual transmission. This Sonnax forged steel slip yoke delivers the strength and precision your high-performance drivetrain demands, engineered to never be the weak link between your transmission and driveshaft.

Sonnax slip yokes are forged -- not cast -- for greater strength, then undergo a precision-machining process that guarantees exceptional balance and minimal runout. Clean-cut splines mate smoothly with the transmission output shaft, while all dimensions are precision machined to ensure a consistent, concentric fit. The smooth outer journal provides uniform contact with the tail housing seal, preventing leaks and promoting proper fore/aft yoke action during suspension travel.

Every yoke is 100 percent leak-tested, with the seal plug O.D. ground for superior sealing performance and air-tested to 40 PSI. This attention to detail eliminates common comeback complaints like transmission leaks, NVH issues, and driveline clunking or shudder. Whether you're building a street car, street rod, drag machine, or dirt oval racer, this slip yoke delivers superior strength and durability for high horsepower and torque capacity applications.

This 31-spline slip yoke fits a variety of applications including TREMEC TKO-500, TKO-600, TKX, T56 Magnum, Ford C6, and FMX transmissions, as well as some T56 units. Always verify your transmission's output shaft spline count and style before ordering. Made in the USA.

What's Included

• One Sonnax T2-3-6041HP forged steel 31-spline slip yoke
• Accepts 1330 series U-joints with 1-1/16" bearing cups (U-joint sold separately)
• Lifetime MDL technical support

Key Features

• 31-spline output shaft compatibility for all TREMEC TKO, TKX, and Magnum transmissions
• 1350 series U-joint capacity with 1-3/16" cap diameter and 3.625" overall width
• Cast steel construction for strength under high-torque loads
• Ford C6-style slip yoke design matches TREMEC 31-spline output shaft diameter
• Direct upgrade from smaller 1310 series yokes found in many stock applications

Description

Upgrading to a TREMEC transmission puts serious torque capacity in your drivetrain, but your existing slip yoke often becomes the weak link. TREMEC TKO, TKX, and Magnum transmissions all feature a 31-spline output shaft that requires a matching slip yoke to handle the increased power these transmissions deliver. This MDL slip yoke solves that problem with cast steel construction and 1350 series U-joint capacity.

The 31-spline output shaft on TREMEC performance transmissions uses the same diameter as Ford C6 automatics—a proven design that has been handling serious torque for decades. The 1350 series U-joint provides a 1-3/16" cap diameter and 3.625" overall width, delivering significantly more strength than the smaller 1310 series joints found in many factory drivelines. When you're pushing 600 lb-ft of torque capacity through a TKO or TKX, you need driveline components that can keep up.

This slip yoke is designed for Ford applications but works with any TREMEC transmission featuring the standard 31-spline output shaft, including the TKO-500, TKO-600, TKX, and T56 Magnum. Whether you're building a street machine that sees weekend abuse or a dedicated track car, this yoke provides the strength and reliability your upgraded drivetrain demands.

What's Included

• 31-spline cast steel slip yoke
• 1350 series U-joint (1-3/16" bearing caps, 3.625" width)

Key Features

• Forged chromoly construction delivers superior strength over cast factory yokes
• 31-spline configuration fits TREMEC TKX, TKO-500, TKO-600, T56 Magnum, plus Ford C6 and FMX automatics
• 1350 series U-joint with 1-3/16" caps handles higher torque loads than 1330 series
• Precision-machined for exceptional balance and minimal runout
• 100% leak-tested and air-tested to 40 psi for optimum sealing
• O.D. ground seal journal ensures uniform contact and prevents leaks
• 6.440" centerline-to-end length with 1.685" barrel diameter
• Outside snap ring style U-joint retention

Description

Converting to a modern TREMEC transmission demands a slip yoke that won't become the weak link in your drivetrain. Factory cast yokes are prone to spline twisting and failure under the torque output of high-performance engines. This Sonnax forged chromoly slip yoke is engineered to handle serious power without compromise, making it the go-to upgrade for street, strip, and track applications.

Sonnax slip yokes are forged, not cast, for greater strength, and they undergo a precision-machining process to guarantee exceptional balance and minimal runout. The 1350 series U-joint capability provides a significant strength upgrade over 1330 applications--crucial for builds pushing serious horsepower. With a 3-5/8" U-joint width and 1-3/16" caps, the 1350 series delivers the torque capacity needed for modern high-output engines.

Every yoke is 100% leak-tested with the seal plug O.D. ground for superior seal, then air-tested to 40 psi to ensure optimum sealing. The smooth outer journal ensures uniform contact with the transmission seal, preventing leaks while promoting proper slip action during suspension travel. This attention to detail eliminates the fluid weeping common with lesser yokes.

This 31-spline configuration directly fits TREMEC TKX, TKO-500, TKO-600, and T56 Magnum transmissions, as well as Ford C6 and FMX automatics, Ford Toploader 4-speeds, and ZF 5-speed transmissions. Whether you're building a restomod, pro-touring car, or weekend warrior, this Sonnax slip yoke delivers the strength and durability your drivetrain demands.

What's Included

• (1) Sonnax forged chromoly 31-spline slip yoke (Sonnax P/N T3-3-2491HP)

Note: U-joint sold separately. This yoke accepts 1350 series U-joints with 1-3/16" caps and 3-5/8" width.

Key Features

• Billet steel construction for enhanced strength and durability [VERIFY: MDL lists as "Billet Steel" but Sonnax specs show T3-3-2491HP is "Forged Chromoly" - confirm correct material]
• 31-spline count matches TREMEC TKO, TKX, T56 Magnum, and Ford C6/FMX output shafts
• 1350 series U-joint compatibility - handles up to 1000hp on the street without large shock loads
• 1-3/16" U-joint cap diameter with 3.625" overall width
• Leak-free plug tested to 40 psi for optimum sealing
• Precision-machined for exceptional balance and minimal runout
• Made in the USA

Description

Converting to a TREMEC TKX or T56 Magnum often demands upgrading from the factory slip yoke to handle increased torque and horsepower. A Sonnax slip yoke is never the weak link in your driveline - this billet steel unit delivers the strength and precision your high-performance build deserves.

Unlike cast alternatives, this slip yoke is fully machined from billet steel for enhanced strength and durability. All dimensions are precision machined to guarantee a consistent, concentric slip yoke, eliminating the runout and balance issues that plague lesser components. The smooth outer journal provides uniform contact with the seal to prevent leaks and promote proper fore/aft yoke action. Every unit is leak-free plug tested to 40 psi, ensuring optimum sealing under pressure.

Built for 31-spline TREMEC transmissions including TKO-500, TKO-600, TKX, and T56 Magnum series, plus Ford C6 and FMX automatic applications. The 1-3/16" U-joint cap diameter accepts standard 1350 series U-joints for maximum driveline compatibility. Handles up to 1000hp on the street without large shock loads - perfect for high-performance street cars, drag strip duty, and dirt oval applications.

Sonnax slip yokes set the standard for incredible performance and value - a winning combination for high-horsepower builds running on the street, drag strip, or dirt oval track. Made in the USA with precision manufacturing standards you can trust.

What's Included

• (1) Sonnax billet steel slip yoke, 31-spline, 1350 series
• Lifetime tech support from MDL