Key Features

• 700 lb-ft torque capacity - handles serious power from LS, big-block, and small-block builds
• Close ratio gear set (2.66, 1.78, 1.30, 1.00, 0.80, 0.63) - keeps you in the powerband through every shift
• Double overdrive design with 0.80 fifth and 0.63 sixth - lower cruising RPM and improved fuel economy
• 26-spline input shaft and 31-spline output shaft - compatible with a wide range of clutch and driveline combinations
• Triple cone synchronizers on gears 1-4, double cone on 5-6 and reverse - crisp, precise shifts at high RPM
• 4616 chromoly gears and shafts with substantially increased face widths - built to survive high-stress applications
• One-piece countershaft resists distortion under load
• Fully reversible TKO-style die-cast aluminum shifter - smooth, positive action with multiple mounting positions
• Dual speedometer pickups - accommodates both electronic and mechanical speedometers
• Built-in mid-shift provisions - relocate the shifter forward without hassle
• 85mm center distance - matches TKO positioning for proven conversion fitment
• Approximately 135 lbs dry weight - reasonable weight for a transmission this strong
• 3.65-quart fluid capacity - uses Dexron III ATF

Description

When TREMEC set out to replace the legendary T56, they didn't just update it - they engineered the Magnum from the ground up using TR-6060 architecture found in factory supercars like the C6 ZR1 Corvette and Viper ACR. The result is the strongest, smoothest-shifting 6-speed manual transmission available for the aftermarket, purpose-built for GM LS engines as well as big-block and small-block applications when paired with the correct bellhousing.

This close ratio version (TUET11009) features gear ratios optimized for high-performance street driving and road racing. The 2.66 first gear launches hard without being too aggressive, while the tightly-spaced 1.78 second, 1.30 third, and 1:1 fourth keep you in the meat of your powerband. The double overdrive - 0.80 fifth and 0.63 sixth - drops highway RPM dramatically, improving both cruising comfort and fuel economy. The 4616 chromoly gears feature two-piece laser-beam welded construction with increased face widths for greater strength and more precise tooth geometry.

Inside, the Magnum benefits from modern OEM synchronizer technology: triple cone units on gears 1-4 and double cone on 5-6 and reverse deliver incredibly short, low-effort shift throws with precise engagement even at high RPM. The redesigned shift forks eliminate the wear issues that plagued earlier T56 designs, and the extensively modified case prevents leaks under high-stress conditions. The fully reversible TKO-style aluminum shifter provides multiple mounting positions, and built-in mid-shift provisions under the inspection cover make forward shifter relocation simple for bench-seat classics.

Compatible with GM big-block, small-block, and LS engines using the appropriate bellhousing. Uses standard T56 bellhousing bolt pattern with internal CSC (concentric slave cylinder) mounting provisions. Requires Dexron III ATF. Rated to 7,800 RPM.

Kit Includes

• TREMEC T56 Magnum 6-speed transmission assembly (TUET11009)
• Fully reversible die-cast aluminum shifter with reverse lockout
• Dual speedometer pickup provisions (electronic and mechanical)
• 7-tooth internal speedometer drive gear
• TREMEC factory warranty
• MDL extended warranty - additional year with 1-year grace period when purchased as part of a complete conversion package
• Lifetime technical support from MDL

Key Features

• 700 lb-ft torque capacity - handles serious power from LS swaps and big-block builds
• Wide ratio gear set (2.97, 2.10, 1.46, 1.00, 0.74, 0.50) - aggressive first gear for hard launches, double overdrive for highway cruising
• 26-spline input shaft, 31-spline output shaft - direct compatibility with GM LS-series engines
• 4616 chromoly gears and shafts - significantly increased face widths with 2-piece laser-beam welded construction
• Triple-cone synchronizers (1st-4th) - smooth, high-rpm shifts without balking
• Double-cone synchronizers (5th-6th and Reverse) - crisp engagement across all gears
• Fully reversible TKX-style die-cast aluminum shifter - OEM-grade construction with multiple mounting positions
• Dual speedometer outputs - accommodates both mechanical and electronic speedometers
• Built-in mid-shift provisions - accessible under inspection cover for easy conversions
• One-piece countershaft - bolstered design resists distortion under load
• 34.85" overall length (GM version) - plan your tunnel modifications accordingly
• 135 lbs dry weight - manageable for a transmission rated at 700 lb-ft
• 3.66 qt fluid capacity - uses ATF Dexron III, TREMEC HP-MTF, or Synchromesh

Description

The original T56 topped out around 450 lb-ft - fine for stock applications, but a liability once you started adding power. The TREMEC T56 Magnum solves that problem decisively, delivering 700 lb-ft of torque capacity in a purpose-built aftermarket package based on the TR-6060 architecture found in factory supercars like the Corvette ZR1 and Dodge Viper ACR.

This wide-ratio version (TUET11012) features a 2.97 first gear for aggressive launches and street-light acceleration, while the double overdrive - 0.74 in fifth and 0.50 in sixth - drops highway RPM significantly for better fuel economy and reduced engine wear. TREMEC widened the gear faces substantially over the original T56, then added 2-piece laser-beam welded construction for precise control of tooth angles, pitch, and alignment. Triple-cone synchronizers on gears 1-4 and double-cone on 5-6 deliver smooth, high-rpm shifts without grinding or balking - even when you're banging through the gears hard.

The reversible die-cast aluminum shifter eliminates the limitations of earlier cast-iron designs, providing TKX-style precision with short, low-effort throws. Dual speedometer pickups handle both mechanical cable-driven and electronic setups without adapters. Built-in provisions for mid-shift conversions sit under the inspection cover, ready when your application demands a different shifter location. The T56-style bellhousing bolt pattern makes installation with various late-model GM engines straightforward.

At 34.85 inches overall length, tunnel modification is required for most classic muscle car conversions - this is not a drop-in for '98-'02 F-bodies or '04-'06 GTOs. The 26-spline input matches LS-series engines directly, while the 31-spline output handles serious driveline torque. When you purchase through MDL, you get the standard TREMEC warranty plus an additional year of coverage, along with lifetime technical support to help you get your conversion dialed in right.

What's Included

• TREMEC T56 Magnum transmission assembly (TUET11012)
• Die-cast aluminum reversible shifter with mounting hardware
• Dual speedometer output provisions (mechanical and 17-tooth electronic)
• Internal hydraulic throwout bearing mounting provisions
• Inspection cover with mid-shift conversion access
• TREMEC factory 1-year warranty plus MDL extended warranty (additional 1 year with 1-year grace period)
• Lifetime technical support from MDL

Key Features

• 700 lb-ft torque capacity - built to handle high-power GM small block, big block, and LS engine combinations
• Wide-ratio gear set: 2.97, 2.10, 1.46, 1.00, 0.80, 0.63 - aggressive 2.97:1 first for hard launches with double overdrive for relaxed highway cruising
• Triple-cone synchronizers on gears 1-4, double-cone on 5-6 and reverse - precise, high-rpm shifting under load
• 26-spline input shaft, 31-spline output shaft - robust spline counts for serious torque handling
• 85mm center distance with substantially increased gear face widths - wider gears and laser-beam welded 2-piece construction for durability
• Fully reversible TKO-style OEM-grade die-cast aluminum shifter - smooth, positive shift action with multiple mounting positions
• Dual speedometer pickups - accommodates both electric and mechanical speedometers
• Built-in mid-shift provisions under inspection cover - simple forward shifter relocation for early cars with bench seats
• 135 lbs dry weight - lighter than competing 6-speeds
• 3.66 quart fluid capacity - uses Dexron III ATF or TREMEC HP-MTF
• Overall length: 34.85 inches (GM version)

Description

The TREMEC T-56 Magnum eliminates the compromise between strength and driveability that plagued earlier 6-speed conversions. Introduced in 2009 as the long-awaited replacement for the original T-56, the Magnum combined the best of TREMEC's OEM TR-6060 design with the most popular features of their TKO 5-speed. Known in OEM form as the TR-6060, this is the same transmission architecture found in factory supercars including the Dodge Challenger and Viper, and the Chevrolet Camaro - now available for your GM-powered build.

The TUET16885 wide-ratio gear set delivers a 2.97:1 first gear for aggressive launches paired with closely-spaced 5th (0.80:1) and 6th (0.63:1) overdrives for comfortable highway cruising at lower RPMs. This ratio spread makes the wide-ratio Magnum ideal for street machines, restomods, and pro-tourers where you want strong off-the-line acceleration without screaming RPMs at 70 mph.

Engineering improvements over the original T-56 are substantial. Gear face widths have been significantly increased, and 2-piece laser-beam welded gear construction allows greater control of tooth angles, pitch, and alignment. The bolstered one-piece countershaft resists distortion, while redesigned shift forks with permanently mounted shift links eliminate the wear and float that caused incomplete shifts in earlier designs. Spring-loaded ball-type inserts replace the stamped-steel shift keys of previous generations, delivering short, smooth shifts without the notchy feel.

The Magnum works with GM small block, big block, and LS engines when paired with the correct bellhousing. Clutch release provisions are modeled after the T-56 in 1998-2002 Camaros and Firebirds, designed for use with hydraulic throwout bearings. Multiple shift stub relocation kits are available for use with factory 4-speed consoles. When you purchase from MDL, you get our extended warranty coverage plus lifetime technical support from drivetrain experts who actually use these parts.

What's Included

• TREMEC T-56 Magnum 6-speed transmission (TUET16885)
• OEM-grade die-cast aluminum reversible shifter assembly
• Dual speedometer pickup provisions (electric and mechanical)
• Built-in reverse light switch
• Built-in reverse lockout
• MDL extended warranty - 1 additional year beyond manufacturer warranty with 1-year grace period
• Lifetime technical support

Key Features

• Precision-machined billet aluminum construction for maximum weight savings
• 1" left, straight up or .5" forward stub positioning for ideal 1967 Camaro/Firebird tunnel placement
• Rear shifter position with front socket location for factory-correct ergonomics
• 7/8" on-center shifter stub mounting accepts most aftermarket shift levers
• Belleville washers deliver crisp 2-3 shift detent feel
• No-stops design simplifies servicing and eliminates mechanical parts that can break
• High-temperature lower dust boot included
• Red anodized finish for long-lasting durability
• Proudly made in the USA

Description

Swapping a TREMEC Magnum into a first-gen F-body presents a common headache: the factory shifter won't line up with the original tunnel opening. The Qwik Stik solves this problem with a close-ratio, short-throw shifter engineered specifically for 1967 Camaro and Firebird applications. This precision-machined assembly repositions the shift point exactly where it needs to be—right in the factory console location—while delivering lightning-quick shift response.

The compact top turret design clears restrictive tunnel openings where larger OEM-style shifters simply won't fit. Machined from billet aluminum, the Qwik Stik eliminates the weight and flex common to cast shifters. The rear shifter position with front socket orientation, combined with the 1" left, straight up or .5" forward stub positioning, dials in perfect ergonomics for first-gen F-body builds. The TREMEC Magnum's 700 lb-ft torque capacity deserves a shifter that matches its performance—and this is it.

Unlike traditional shifters with mechanical stops that can break or wear out, the Qwik Stik uses Belleville spring washers to provide consistent, crisp detent feel while allowing easy access for maintenance when needed. This design choice means fewer failure points and less downtime. The included high-temperature dust boot seals the transmission opening against the heat cycles common in high-performance applications.

This shifter mounts directly to your TREMEC Magnum transmission using existing mounting points—no custom fabrication required. Compatible with most aftermarket shift levers using standard 7/8" on-center mounting. Note: This shifter does not include mechanical stops. Attach your preferred shift lever, boot, and knob, and you're ready to row gears. Made in the USA.

What's Included

• Billet aluminum shifter assembly with red anodized finish
• High-temperature lower dust oil boot
• Belleville spring washers

Key Features

• Genuine TREMEC aluminum bellhousing (GM #12453263 / TREMEC #1386-212-005)
• Factory OE replacement for 1998-2002 Chevrolet Camaro and Pontiac Firebird with T56
• Also fits 2004-2006 Pontiac GTO with LS1/LS2 and T56 transmission
• Compatible with GM T56 and T56 Magnum transmissions
• Lightweight aluminum construction - approximately 8.1 lbs
• Gen V LT engine compatible (note: top bolt will not attach)
• Direct bolt-on replacement - no modifications required

Description

When your F-Body or GTO T56 build needs a bellhousing you can trust, don't settle for cheap knockoffs. This is the genuine TREMEC aluminum bellhousing - the same unit that came factory-installed on LS1-powered 1998-2002 Camaro and Firebird models, as well as the 2004-2006 Pontiac GTO. Factory machining ensures proper transmission alignment, starter positioning, and clutch clearance for a direct bolt-on installation with no modifications required.

Cast from lightweight aluminum at approximately 8.1 lbs, this bellhousing delivers the perfect interface between your LS engine and T56 transmission. It fits all GM T56 transmissions from F-Body and GTO applications, plus the aftermarket T56 Magnum. Whether you're restoring an F-Body to stock condition, building an LS swap, or upgrading to a Magnum, this is the bellhousing that thousands of LS/T56 combinations have depended on for reliable, factory-spec performance.

This bellhousing also fits Gen V LT engines, though note that the top bolt location will not be utilized in LT applications. Cross-referenced as GM part number 12453263 and TREMEC 1386-212-005 (also 92142856). When you need OE engineering with a proven track record, accept no substitutes.

What's Included

• TREMEC aluminum T56 bellhousing (GM #12453263 / TREMEC #1386-212-005)
• Mounting hardware
• Installation instructions

Key Features

• SFI 6.1 certified - required by sanctioning bodies for cars running 11.49 or faster in the quarter-mile
• Spun steel cone construction - not rolled or stamped - delivers maximum dimensional stability and accuracy
• Work-hardens to over 80,000 PSI strength - over twice the strength of other steel bellhousings
• Universal fit design - non-vehicle-specific for custom builds and LS/LT swaps
• Designed for hydraulic throwout bearing operation
• Fits up to 168-tooth flywheel and 11-inch clutch
• Bellhousing height: 5.555 inches
• Weight: 20 pounds
• Semi-gloss black powder coat finish
• Uses OEM-style starter placement
• Made in the USA

Description

Running 11.49s or quicker demands SFI-certified protection between your engine and transmission. The QuickTime RM-8020 delivers race-grade safety and precision for high-horsepower LS and LT builds, connecting Gen 3 and Gen 4 LS engines plus Late Model LT1/LT4 (2014-current) powerplants to T56 Chevy LS and T56 Magnum 6-speed transmissions.

QuickTime's proprietary spin-forming process sets this bellhousing apart from competitors using rolled or stamped steel. The spun cone construction creates the most dimensionally stable bellhousing available, with pinpoint concentricity and parallelism that keeps your engine and transmission in perfect alignment through the entire RPM range. This precision eliminates the bellhousing flex that accelerates drivetrain wear in high-stress applications.

Built from high-grade steel that work-hardens to over 80,000 PSI, the RM-8020 delivers more than twice the strength of other steel bellhousings while maintaining a lightweight 20-pound design. The semi-gloss black powder coat finish provides long-term corrosion resistance. MIG-welded thread inserts for transmission mounting ensure professional-grade durability.

This universal-fit bellhousing accommodates up to a 168-tooth flywheel and 11-inch clutch, with design optimized for hydraulic throwout bearing systems. OEM-style starter placement simplifies installation. Patent-pending on 16 points of bellhousing design and manufacturing process. Note: Transmission mounting bolts not included. Made in the USA.

What's Included

• QuickTime RM-8020 steel bellhousing with semi-gloss black powder coat finish
• Full engine block plate
• Grade 8 mounting hardware
• Installation instructions

Key Features

• SFI 6.1 certified steel scattershield - required by most sanctioning bodies for 11.49-second or quicker quarter-mile passes
• Built from high-grade steel that work-hardens to over 80,000 PSI strength - more than twice the strength of other steel bellhousings
• Spin-formed cone construction (not rolled or stamped) delivers superior dimensional stability and concentricity
• Includes integrated fork pivot ball - eliminates the need for hydraulic clutch systems
• Uses Chevy push-style mechanical clutch fork (fork not included)
• Fits GM Gen III/IV LS and Gen V LT1/LT4 (2014-current) engines to LS-pattern T56 and T56 Magnum transmissions
• Compatible with 168-tooth flywheels and up to 11-inch clutches
• 5.500-inch bellhousing height
• 22-pound weight with durable powder-coated finish
• Full engine plate and Grade 8 mounting bolts included
• Universal fit - not vehicle-specific, ideal for custom builds and swaps
• Patent pending on 16 points of bellhousing design and manufacturing process
• 100% Made in the USA

Description

When you are building serious horsepower with an LS or late-model LT engine and need bulletproof protection for your T56 swap, the QuickTime RM-8020PB delivers the strength and precision that aluminum bellhousings simply cannot match. This SFI 6.1 certified steel scattershield connects Gen III and Gen IV LS engines as well as Gen V LT1/LT4 (2014-current) powerplants to LS-pattern T56 and T56 Magnum six-speed transmissions - providing the mandatory safety barrier required by most sanctioning bodies for cars running 11.49 seconds or quicker in the quarter mile.

QuickTime's patent-pending manufacturing process sets this bellhousing apart from inferior stamped or rolled alternatives. The cone is spin-formed using a unique process that creates exceptionally high material strength - work-hardening to over 80,000 PSI. That is more than twice the strength of competing steel bellhousings. This spin-forming technique also makes QuickTime bellhousings the most dimensionally stable and accurate available, maintaining precise parallelism and concentricity. The engine and transmission stay in perfect alignment through the entire RPM range, eliminating accelerated drivetrain wear caused by bellhousing flex and maximizing horsepower transfer to the wheels.

The RM-8020PB variant includes an integrated fork pivot ball, enabling the use of a traditional Chevy push-style mechanical clutch fork rather than a hydraulic throwout bearing. This is the right choice for builds where hydraulic complexity is not wanted or needed - whether you are building a dedicated track car with a cable clutch setup or restoring mechanical simplicity to a modern drivetrain. The bellhousing accepts 168-tooth flywheels and clutches up to 11 inches in diameter. At 5.500 inches of bellhousing height and 22 pounds, it provides maximum protection without unnecessary bulk.

This is a universal-fit bellhousing and is not vehicle-specific, making it ideal for custom builds, engine swaps, and pro-touring projects where precise fitment is critical. The included full engine plate and Grade 8 hardware ensure proper installation strength and eliminate the guesswork of sourcing mounting hardware separately. Note that transmission mounting bolts and clutch fork are not included. All QuickTime bellhousings are designed with input from OEMs, engine builders, transmission builders, and racers - then manufactured and tested in the United States.

What's Included

• QuickTime RM-8020PB steel bellhousing with integrated fork pivot ball
• Full engine plate
• Grade 8 mounting bolts - complete hardware pack
• Installation instructions
• Lifetime technical support from MDL

Key Features

• Application-specific hardware for T56 Magnum to aluminum bellhousing mounting
• M10x1.5 thread pitch bolts sized specifically for aluminum bellhousing thickness
• Bolt lengths differ from steel bellhousing kits to ensure proper thread engagement
• Designed for GM Magnum (GM/Viper version) T56 transmissions
• Eliminates the guesswork of sourcing correct fasteners for your LS swap

Description

When bolting a T56 Magnum to an aluminum bellhousing in your LS-powered build, generic hardware or bolts pulled from a steel bellhousing setup won't cut it. Aluminum bellhousings have different material thickness and thread engagement requirements than their steel counterparts, which means you need fasteners specifically sized for the application. Using the wrong length bolts can result in insufficient thread engagement or, worse, bottoming out before achieving proper clamping force.

This hardware kit provides the correct M10x1.5 bolts engineered specifically for aluminum bellhousing installations. The bolt lengths account for the aluminum bellhousing's material thickness, delivering proper thread engagement into the T56 Magnum's transmission case. This ensures a secure, reliable connection between your bellhousing and transmission without the risk of stripped threads or loose fasteners.

Designed for use with GM Magnum (GM/Viper version) T56 transmissions and compatible aluminum bellhousings in Chevy LS applications. Whether you're building an F-body restomod, an LS swap project, or a custom performance build, this kit gives you the exact hardware you need for a proper installation.

Kit Includes

• M10x1.5 transmission-to-bellhousing bolts (aluminum bellhousing specific length)
• transmission to bellhousing bolts, transmission mount hardware, speedo cable hardware, Bellhousing block plate bolts
• Complete hardware for bellhousing-to-transmission connection

Key Features

• Complete bolt set for mounting Chevy LS steel bellhousing to engine and T56 Magnum transmission
• 26 total fasteners including 10mm hex flange bolts and Grade 8 hardware
• Black finish on primary 10mm mounting bolts for corrosion resistance
• Grade 8 7/16-14 x 1 inch UNC bolts for high-stress mounting points
• Includes all necessary lock washers in 7/16-inch sizing
• Designed specifically for steel bellhousing applications - aluminum bellhousings require different hardware

Description

Sourcing the correct hardware for a T56 Magnum installation can derail an otherwise straightforward build. Different bolt lengths, thread pitches, and grades are required at various mounting points throughout the bellhousing assembly, and mixing up specifications leads to stripped threads, improper clamping force, or worse. This hardware kit eliminates the guesswork by providing every fastener needed to properly mount your steel bellhousing to an LS engine block and bolt the T56 Magnum transmission to the bellhousing.

The kit includes eight 10mm-1.5 x 50mm hex flange bolts with black finish for the primary bellhousing-to-engine connection, along with eight 10mm-1.5 x 40mm black hex flange bolts for transmission-to-bellhousing mounting. Two shorter 10mm-1.5 x 30mm hex flange bolts handle secondary mounting locations. For high-stress connection points, two Grade 8 7/16-14 x 1 inch UNC hex bolts deliver the strength needed to handle drivetrain loads without stretching or backing out.

Two Grade 5 6mm-1.0 x 16mm hex bolts round out the fastener selection for accessory mounting points. Lock washers in 7/16-inch sizing are included to prevent loosening under vibration. Each fastener is sized and graded for its specific location in the assembly - the right hardware in the right place every time.

This kit is designed specifically for steel bellhousing installations. Aluminum bellhousings use different bolt lengths due to material thickness differences. Compatible with Chevrolet LS engines paired with TREMEC T56 Magnum transmissions.

What's Included

• (8) 10mm-1.5 x 50mm hex flange bolts, black finish
• (8) 10mm-1.5 x 40mm hex flange bolts, black finish
• (2) 10mm-1.5 x 30mm hex flange bolts
• (2) 6mm-1.0 x 16mm hex bolts, Grade 5
• (2) 7/16-14 x 1 inch UNC hex bolts, Grade 8
• (2) 7/16-inch lock washers
• (1) Bolt, 1/4"-20 thread
• (2) Lock washers

Key Features

• 24-pound lightweight billet steel construction - precision-machined from solid billet for strength without excess rotating mass
• Dual pressure plate mounting patterns - accepts both 12-5/8" clutches with dowel pins and 10mm bolts, plus 12-5/8" pattern with 3/8" shouldered bolts
• 168-tooth ring gear for reliable starter engagement
• 2.485" crank registration size for precise centering on 6-bolt LS cranks
• Zero (neutral) balance for internally balanced LS applications
• 11mm x 1.5mm crank bolt pattern
• Compatible with 11" single-disc clutch assemblies
• Made in the USA

Description

When your LS swap demands a flywheel that delivers billet steel strength with reduced rotating mass, this lightweight flywheel solves the problem. Precision-machined from a solid piece of billet steel and lightened to just 24 pounds, it matches OE cast flywheel weight while providing superior strength and durability over factory cast units. The lightened design reduces rotational inertia for improved throttle response and quicker acceleration without sacrificing the smooth engagement characteristics needed for street driving.

The dual pressure plate mounting pattern design eliminates compatibility guesswork. It accepts both the LS-style 11" clutches using dowel pins with 10mm pressure plate bolts, as well as GM 11" clutches using shouldered 3/8" pressure plate bolts. The 2.485" crank registration ensures perfect centering on LS1, LS2, LS3, LS6, and LS7 engines equipped with 6-bolt crankshafts. Zero balance construction makes it the correct choice for these internally balanced LS applications.

CNC-machined in the USA from solid billet steel, each flywheel undergoes precision finishing for optimal surface quality and dimensional accuracy. The 168-tooth ring gear provides reliable starter engagement with standard LS starters. Whether you're completing a classic car LS swap or upgrading a late-model manual transmission vehicle, this flywheel delivers the billet steel strength you need at a weight that won't bog down your build.

What's Included

• Lightweight billet steel flywheel (24 lbs)
• 168-tooth ring gear (pre-installed)
• Dual pressure plate bolt patterns (12-5/8" with dowels/10mm bolts and 12-5/8" with 3/8" bolts)
• 2.485" crank registration bore
• Zero balance configuration

Note: Flywheel bolts sold separately. It is never recommended to reuse flywheel bolts when installing a new or used flywheel.

Key Features

• 24 lb lightened billet steel construction - reduces rotational mass for improved throttle response while retaining steel's durability
• Dual clutch bolt pattern - accepts both 11" (with EQ pins) and 12-5/8" pressure plates for maximum clutch selection flexibility
• Zero balance configuration - matches internally balanced GM LSA, LSX, and Gen V LT engines
• 168-tooth ring gear - ensures reliable starter engagement
• 8-bolt crankshaft mounting with 11mm x 1.5mm bolt holes
• Pressure plate bolt threads: 3/8" and 10mm for broad compatibility
• Made in the USA

Description

This lightened billet steel flywheel bridges the gap between heavy OEM dual-mass units and ultra-light aluminum flywheels that can sacrifice low-speed drivability. At 24 lbs, it sheds significant rotational mass compared to stock castings, delivering noticeably quicker throttle response and faster revs without the chatter or aggressive engagement characteristics common to featherweight aluminum designs. Steel's inherent density provides better harmonic dampening than aluminum, helping absorb the vibrations common in high-output LS and LT builds while smoothing out drivetrain noise.

Machined from billet steel rather than cast, this flywheel offers superior strength and consistency over traditional OEM-style castings. The CNC-machined friction surface provides a flat, true mating surface for consistent clutch engagement. Whether you're building a street/strip LSA, an LSX crate engine swap, or a Gen V LT1/LT4 project, the robust construction handles the torque without concern.

The dual bolt pattern design accommodates both 11" pressure plates (with equalizer pins) and 12-5/8" pressure plates, giving you flexibility to run anything from a mild street clutch to an aggressive multi-disc setup. With both 3/8" and 10mm pressure plate bolt threads, compatibility extends across most popular GM and aftermarket clutch kits. The zero-balance configuration matches the internal balance of LSA, LSX, and Gen V LT engines - no external weights required.

Designed for GM's modern performance V8s including LSA supercharged applications, LSX crate motors, and Gen V LT1/LT4 engines with 8-bolt crankshafts. Compatible with both hydraulic and mechanical clutch release systems. Made in the USA with precision CNC machining for reliable performance across street, strip, and road course duty.

What's Included

• Lightened billet steel flywheel (24 lbs)
• 168-tooth ring gear (installed)
• Dual clutch bolt pattern (11" EQ pins and 12-5/8")

Key Features

• Lightened billet steel construction - 24 lbs for quicker throttle response while retaining rotational inertia for solid launches
• Dual clutch pattern compatibility - accepts both LS pressure plate and 12-5/8" pressure plates for maximum clutch flexibility
• LS9-specific 9-bolt crankshaft flange mounting - direct fit for GM's supercharged 6.2L engines
• Zero balance design - precision balanced for smooth, vibration-free operation
• 168-tooth integrated ring gear - reliable starter engagement
• Single-disc configuration - compatible with 11" clutch disc diameter
• 11mm x 1.5mm flywheel bolt pattern - uses standard LS9 hardware
• Made in the USA

Description

GM's supercharged LS9 features a unique 9-bolt crankshaft flange that demands a purpose-built flywheel. This lightened billet steel flywheel delivers the strength required for high-torque supercharged applications while shedding unnecessary mass for improved throttle response. At 24 pounds, it strikes the right balance between quick engine acceleration and the rotational inertia needed for consistent power delivery off the line.

Billet steel construction provides superior strength over cast alternatives, handling the increased forces generated by forced-induction engines without the stress points and potential cracking found in lesser materials. The precision-machined clutch surface ensures flat, true contact with your pressure plate for consistent engagement and extended clutch life.

The dual clutch pattern accommodates both 11" and 12-5/8" pressure plate configurations, giving you flexibility for your current clutch setup and future upgrades. Whether you're running an OE-style 11" pressure plate with equidistant pins or stepping up to a larger 12-5/8" unit, this flywheel has you covered. The zero balance design matches the LS9's internally balanced rotating assembly for smooth operation throughout the RPM range.

Direct fit for 2009-2013 Corvette ZR1 applications and LS9 crate engine builds. The integrated 168-tooth ring gear ensures reliable starter engagement. Proudly made in the USA with lifetime technical support from MDL.

What's Included

• Lightened billet steel flywheel - 24 lbs, zero balance
• 168-tooth integrated ring gear
• Precision-machined clutch surface for 11" disc
• 9-bolt crankshaft mounting pattern (11mm x 1.5mm)
• Dual pressure plate bolt pattern (11" EQ pins and 12-5/8" EQ)
• Lifetime technical support

Key Features

• Lightweight aluminum construction reduces rotating mass for faster engine response and quicker rev transitions
• 168-tooth riveted steel ring gear mechanically fastened to prevent slippage under high-torque loads
• Zero-balanced to OEM specifications for smooth, vibration-free operation
• Dual clutch pattern accepts 11" equally-spaced pin clutches and 12-5/8" bolt pattern clutches
• Direct bolt-on fitment for GM LS1, LS2, LS3, LS6, and LS7 engines with 6-bolt crankshafts
• Made in the USA

Description

Faster throttle response starts with less rotating mass. This aluminum flywheel strips weight from your LS drivetrain, letting the engine spin up quicker for sharper acceleration and faster rev-matching. The trade-off is real: less stored energy means the engine can be easier to stall at low RPMs, but for spirited driving, track days, or autocross, that instant throttle response is exactly what performance builds demand. Pairing with a dual-disc clutch helps offset the reduced inertia while maintaining the quick-revving character.

The 168-tooth steel ring gear is riveted directly to the aluminum flywheel body rather than simply pressed on. This mechanical fastening prevents the ring gear from slipping or walking under repeated high-torque starter engagement and aggressive launches. The flywheel is zero-balanced to factory LS specifications, eliminating vibration throughout the RPM range and ensuring smooth operation regardless of how hard you push it.

The dual clutch bolt pattern gives you flexibility in clutch selection, accepting both 11" equally-spaced pin clutches and larger 12-5/8" bolt circle clutches. This flywheel is engineered specifically for GM LS1, LS2, LS3, LS6, and LS7 engines equipped with the factory 6-bolt crankshaft flange. MDL recommends warming the flywheel before installation on the crankshaft to ensure proper thermal expansion and seating. Aluminum flywheels should never be paired with ceramic or bronze clutch facings due to the excessive heat they generate. Made in the USA.

What's Included

• Aluminum flywheel body, zero-balanced
• 168-tooth riveted steel ring gear
• MDL lifetime technical support

Key Features

• 168-tooth steel ring gear fastened directly to aluminum body to prevent separation
• Dual clutch bolt pattern accepts 11" single-disc or dual-disc clutch setups
• Zero-balanced aluminum construction for internally balanced LS engines
• 8-bolt crankshaft mounting with 10mm flywheel bolts
• 12-5/8" pressure plate bolt pattern with dowels for precise clutch alignment
• Made in the USA

Description

Stock steel flywheels add unnecessary rotating mass to your LS engine, killing throttle response and robbing horsepower at the crank. This aluminum flywheel cuts significant weight from your drivetrain, delivering faster engine acceleration and crisper shifts without going so light that it creates poor idle characteristics or stalling issues at low RPM.

The engineering starts with secure ring gear attachment. The 168-tooth steel ring gear is mechanically fastened to the aluminum flywheel body rather than simply pressed on, preventing the ring gear from walking off under high-torque loads - a common failure point in budget aluminum flywheels. The dual clutch bolt pattern accommodates both 11" single-disc and dual-disc clutch configurations, giving you flexibility as power levels climb. Zero balance means this flywheel pairs correctly with internally balanced LS engines without requiring additional external counterweights.

This flywheel specifically fits LSA/LSX crate motors and 6.2L/7.4L engines equipped with the 8-bolt crankshaft, including 2009+ production Cadillac CTS-V supercharged LSA applications. The 12-5/8" pressure plate bolt pattern with alignment dowels ensures accurate clutch centering and eliminates the potential for misalignment that causes premature wear and engagement issues. Note: It is recommended to warm the flywheel before installing on the crankshaft for proper fit. While aluminum flywheels deliver faster throttle response and quicker revs, they should never be paired with ceramic or bronze clutch facings due to the added heat these materials generate.

Made in the USA with precision machining and quality control that performance builders demand.

What's Included

• MDL aluminum flywheel with 168-tooth steel ring gear
• Lifetime technical support

[VERIFY: Confirm if flywheel bolts, dowel pins, or other hardware are included in this kit or sold separately]

Key Features

• Precision-machined aluminum construction reduces rotating mass for faster throttle response
• 9-bolt crankshaft mounting pattern engineered specifically for LS9 applications
• 12-5/8" dual clutch bolt pattern accepts both 3/8" and 10mm pressure plate bolts
• 11" clutch disc diameter optimized for high-performance street and track use
• Zero-balance design--no additional counterweights required
• Parallel friction surface machined with zero run-out for consistent clutch engagement
• 168-tooth ring gear riveted to flywheel body to prevent separation under load
• Made in the USA

Description

The LS9's supercharged 6.2L V8 uses a forged steel crankshaft with a 9-bolt rear flange--an upgrade over the 6-bolt design found on most LS engines--to handle the massive torque output of GM's most powerful production small block. Standard 6-bolt flywheels simply won't work. This MDL aluminum flywheel is machined specifically for that 9-bolt pattern, giving you a lightweight rotating assembly that bolts directly to your LS9 crank without adapters or modifications.

Switching from a stock steel flywheel to aluminum cuts significant rotating weight from the drivetrain. The result is faster rev response, quicker deceleration between shifts, and reduced stress on the clutch and transmission input shaft. The zero-balance design means the flywheel is internally balanced and ready to install--no machine shop visit required. Important note: aluminum flywheels should never be paired with ceramic or bronze clutch discs, as these materials generate excessive heat that can damage the friction surface.

The 12-5/8" dual clutch pattern provides flexibility when selecting a pressure plate, accepting both 3/8" and 10mm fasteners. Every friction surface is machined parallel with zero run-out, ensuring full contact with the clutch disc and consistent pedal feel. The 168-tooth ring gear is riveted--not pressed--to the flywheel body, eliminating the risk of separation under high-load conditions. It is recommended to warm the flywheel before installing on the crank for proper thermal fit.

Direct fitment for 2009-2013 Chevrolet Corvette ZR1 with LS9 engine and 9-bolt crankshaft. Made in the USA.

What's Included

• Precision-machined aluminum flywheel with 9-bolt crank flange pattern
• Riveted 168-tooth steel ring gear

Key Features

• M11 x 1.5 thread pitch — OEM specification for all GM LS crankshaft applications
• Hex head design for positive wrench engagement during installation and removal
• Complete set of 6 bolts for full flywheel mounting
• Direct fit for LS1, LS2, LS3, LS6, LS7, and L92 series engines
• Follow GM three-stage torque procedure: 15 ft-lbs > 37 ft-lbs > 74 ft-lbs for proper bolt loading

Description

The flywheel-to-crankshaft connection is one of the most critical fastener applications in your drivetrain. LS engines — with their cross-plane crankshaft design — generate significant vibrations and torque pulses that place heavy demands on flywheel hardware. Using the correct fasteners with proper torque specs prevents bolts from backing out, which can destroy the clutch assembly, rod bearings, and transmission bearings.

This hex head flywheel bolt kit is built to M11 x 1.5 specification for direct compatibility with GM Gen III and Gen IV LS crankshafts. The hex head design provides reliable wrench engagement, reducing the risk of rounded fasteners during high-torque installation. These bolts deliver the clamping force your LS engine demands whether you're completing an LS swap, a rebuild, or replacing worn factory hardware.

Compatible with LS1, LS2, LS3, LS6, LS7, and L92 series engines. Always use new flywheel bolts when installing a flywheel — reusing stretched or fatigued hardware on this critical connection invites failure. Follow GM's recommended three-stage torque sequence: first pass at 15 ft-lbs, second pass at 37 ft-lbs, and final torque at 74 ft-lbs in a star pattern for even clamping.

What's Included

• 6 hex head flywheel bolts (M11 x 1.5 thread pitch)
• Manufacturer's warranty against defects

GM LS Flywheel Bolt Kit | LS1, LS2, LS3, LS6, LS7, L92 Engines | Set of 8

Key Features

• Complete 8-bolt set for GM LS-series and L92 engines
• M11 x 1.5 thread pitch - OEM specification for LS crankshafts
• Hex head design for standard socket tools
• Direct replacement for worn, damaged, or missing factory hardware
• Engineered for proper clamping force and vibration resistance

Description

Loose or worn flywheel bolts are a ticking time bomb in any LS build. When flywheel hardware backs out, the resulting damage cascades through the drivetrain - destroying clutch assemblies, damaging rod bearings, and taking out transmission bearings. This flywheel bolt kit delivers the OEM-spec hardware your LS engine demands for secure flywheel mounting.

Each bolt features an M11 x 1.5 thread pitch matched to GM LS crankshaft specifications. The hex head design works with standard sockets for straightforward installation - no specialty tools required. LS engines are notorious for the significant vibration generated by their cross-plane crankshafts, and with displacements reaching 7.0 liters in some variants, proper flywheel mounting hardware is critical to drivetrain longevity.

Compatible with LS1, LS2, LS3, LS6, LS7, and L92 Series engines. Follow the GM-recommended three-pass torque sequence: 15 lb-ft on the first pass, 37 lb-ft on the second pass, and 74 lb-ft final torque. This staged approach ensures even compression across the flywheel face. GM recommends applying blue thread locker to each bolt when using this torque pattern to prevent loosening under the extreme rotational forces these bolts endure.

Kit Includes

• (8) Flywheel bolts with hex heads
• M11 x 1.5 thread pitch specification
• Manufacturer's warranty against defects

Flywheel Bolt Kit | GM LS9 9-Bolt Crankshaft | Set of 9

Key Features

• Complete nine-bolt set specifically designed for LS9 crankshaft flange pattern
• M11-1.5 x 23.5mm thread specification matching OEM dimensions
• Torque sequence: 15 lb-ft > 37 lb-ft > 74 lb-ft (three-pass)
• Eliminates sourcing hassle for the LS9's unique 9-bolt configuration
• Backed by manufacturer's warranty against defects

Description

The LS9's supercharged 6.2L V8 didn't just get more horsepower than its LS siblings--it got a completely different flywheel bolt pattern. While standard LS engines use a 6-bolt crankshaft flange and newer LSA/LT variants moved to 8 bolts, the LS9 stands alone with its 9-bolt configuration. This kit delivers all nine bolts you need to properly secure your flywheel to that unique crankshaft flange.

Each bolt features M11-1.5 threading with 23.5mm length, matching GM's factory specifications exactly. Proper installation requires a three-pass torque sequence: first tighten all bolts to 15 lb-ft, then 37 lb-ft, and finally 74 lb-ft in a crisscross pattern. This graduated approach ensures even clamping force distribution across the flywheel face, preventing the distortion and bolt loosening that plague improperly torqued assemblies. Incorrect flywheel bolt torque on high-output LS engines can cause bolts to back out, destroying the clutch assembly and eventually damaging rod bearings and transmission components.

Whether you're building a Corvette ZR1 restoration, dropping an LS9 crate engine into a swap project, or refreshing an existing clutch setup, this complete nine-piece kit ensures you have the correct hardware on hand. No more hunting for individual bolts or questioning whether you have the right count for that distinctive 9-bolt pattern.

What's Included

• Nine M11-1.5 x 23.5mm flywheel bolts
• Manufacturer's warranty against defects

Key Features

• 8740 chromoly steel construction - aerospace-grade alloy forged for maximum strength
• Pro Series 200,000 psi tensile strength rating - far superior to OEM hardware
• 12-point head design with 1/2-inch socket compatibility - superior grip and reduced rounding risk
• 0.880-inch under-head length (UHL) - optimized for LS Series crankshaft specifications
• M11 x 1.50 thread pitch - direct OEM fitment for all LS applications
• Black oxide finish - corrosion resistance with clean appearance
• Heat-treated before thread rolling - increased fatigue resistance and dimensional accuracy
• Larger-than-stock shank diameter - improved flywheel register and clamping force
• Complete 6-bolt set - everything needed for one LS engine

Description

Factory flywheel bolts are a weak link in high-performance LS builds. OEM hardware simply is not engineered to handle the stress of aggressive clutch dumps, high-RPM shifts, or sustained track use. ARP's Pro Series Flywheel Bolt Kit delivers the strength upgrade serious LS builders demand, replacing marginal factory fasteners with aerospace-grade hardware rated at 200,000 psi tensile strength.

Each bolt is forged from 8740 chromoly steel - a nickel-chromium-molybdenum alloy prized for its exceptional balance of tensile strength, toughness, and fatigue resistance. ARP heat-treats the material before thread rolling and machining, a critical sequence that maximizes thread integrity and dimensional accuracy. The exclusive flat 12-point head design accepts a standard 1/2-inch socket and provides superior engagement compared to hex heads, reducing the risk of rounding under high torque loads.

The larger-than-stock shank diameter does more than just add strength - it improves flywheel register by filling more of the mounting hole, reducing the chance of flywheel movement under load. The 0.880-inch under-head length is engineered specifically for LS Series crankshafts, ensuring proper thread engagement without bottoming out. Black oxide finish provides corrosion protection while maintaining the professional appearance serious builders expect.

Compatible with LS1, LS2, LS3, LS6, LS7, and L92 series engines. Complete 6-bolt set includes everything needed to secure your flywheel with confidence.

Kit Includes

• Six (6) 8740 chromoly flywheel bolts with black oxide finish
• Manufacturer's warranty against defects
• MDL lifetime technical support

Key Features

• Steel-backed organic facings deliver smooth engagement with enhanced burst strength for street performance
• Diaphragm pressure plate with LS bolt pattern for hydraulic actuation
• 26-spline x 1-1/8" sprung hub matches T56 Magnum and Magnum-F input shaft specifications
• 350 ft-lb torque rating sized for performance street applications
• Hand-assembled in-house with double-checked accuracy for ready-to-install quality
• 1-year free-from-defect warranty
• Made in the USA by MDL

Description

Finding the right clutch for a GM LS to T56 swap shouldn't mean compromising on quality or pedal feel. This Superior Series clutch set delivers exactly what a street performance build demands: reliable holding power, smooth engagement, and the correct spline count to mate your LS engine to a T56 Magnum or Magnum-F transmission without adapter headaches.

The steel-backed organic design strikes the ideal balance between daily drivability and durability. Steel backing increases clamping force and provides superior burst strength compared to standard organic discs, while the organic friction material ensures civilized takeoffs and excellent pedal modulation. The diaphragm pressure plate features the correct LS bolt pattern and is configured for hydraulic release systems, eliminating the fitment problems common with mechanical linkage conversions.

Every MDL Superior clutch is hand-assembled in-house to ensure quality and flawless operation. Each unit is checked and double-checked for proper balance, precise tolerances, and reliable function before it ships. This process guarantees a ready-to-install component right out of the box. Note that a throwout bearing is not included with this kit and must be purchased separately based on your specific bellhousing and slave cylinder configuration.

Compatible with GM LS engines paired to T56 Magnum and Magnum-F transmissions using the 26-spline input shaft. Made in the USA and backed by MDL's 1-year free-from-defect warranty and lifetime technical support.

What's Included

• Diaphragm pressure plate with LS bolt pattern
• 11" clutch disc with steel-backed organic facings and 26-spline x 1-1/8" sprung hub
• Pilot bearing
• Clutch alignment tool
• Pressure plate bolts (3/8")
• Installation and break-in instructions
• Lifetime technical support from MDL

Key Features

• Dual-friction disc: Kevlar facing on flywheel side, steel-backed organic facing on pressure plate side
• 26-spline x 1-1/8" hub for GM LS engines mated to T56 or T56 Magnum transmissions
• Diaphragm-style pressure plate designed for hydraulic actuation
• Sprung hub disc for smooth engagement and reduced drivetrain shock
• Hand-built Superior clutch disc manufactured in-house with double-checked tolerances
• 500 lb-ft torque capacity—Performance Street Plus rated
• Made in the USA with 1-year defect-free warranty and lifetime tech support

Description

Extracting maximum performance from a high-torque LS engine requires a clutch that bridges the gap between aggressive track bite and civilized street manners. This dual-friction Superior clutch disc solves that challenge by pairing Kevlar on the flywheel side with a steel-backed organic facing on the pressure plate side. The result is a clutch that hooks hard under load yet remains smooth and predictable in stop-and-go traffic.

Why the hybrid configuration? Kevlar's coefficient of friction actually increases with temperature—meaning torque capacity goes up, not down, under hard use. It also resists burning and delivers exceptional longevity. Meanwhile, the steel-backed organic side provides the smooth modulation and forgiving engagement drivers expect on the street. This combination delivers more grip than a pure organic disc while maintaining better driveability than an all-Kevlar setup—the sweet spot for street performance and weekend track duty.

Every Superior clutch disc is hand-built in MDL's Caldwell, Idaho facility. Each disc goes through rigorous quality control—checked and double-checked for tolerances—before it ships. The 11" diaphragm pressure plate provides high clamping force without excessive pedal effort, and the sprung hub dampens engagement shock for chatter-free operation. Rated at 500 lb-ft, this kit is sized right for naturally aspirated and moderately boosted LS builds.

Fits GM LS engines paired with T56 or T56 Magnum transmissions using a 26-spline, 1-1/8" input shaft. Designed exclusively for hydraulic clutch actuation systems. Note: No throwout bearing or pilot bearing included—order separately based on your bellhousing and crankshaft configuration. Made in the USA with MDL's 1-year defect-free warranty and lifetime technical support.

What's Included

• 11" diaphragm pressure plate (LS bolt pattern)
• Superior clutch disc with Kevlar/steel-backed organic dual-friction facings
• Sprung hub design (26-spline x 1-1/8")
• 3/8" pressure plate bolts
• Clutch alignment tool
• Lifetime technical support

Note: No throwout bearing or pilot bearing included with this kit.

Superior 11" Kevlar Clutch Set | GM LS | 26-Spline T56/TKX

Key Features

• 550 lb-ft torque capacity for high-performance LS builds
• Kevlar/Kevlar friction surfaces deliver smooth engagement with superior heat tolerance
• 26-spline x 1-1/8" hub fits T56, Magnum, TR-6060, TKO and TKX transmissions
• Sprung hub design dampens drivetrain shock for improved drivability
• Diaphragm pressure plate with 12-5/8" equal bolt pattern
• Hand-assembled in-house with rigorous quality inspection before shipping
• Engineered for performance street driving and open track applications
• Made in the USA

Description

High-performance LS builds demand clutch systems that can handle serious power while maintaining streetability. The MDL Superior 11" Kevlar clutch set delivers exactly that balance—rated at 550 lb-ft of torque capacity with dual Kevlar friction surfaces that actually increase grip under hard use rather than fading like organic compounds. When heat builds during aggressive driving, Kevlar's coefficient of friction rises, giving you more holding power precisely when you need it most.

Unlike organic materials that lose torque capacity at elevated temperatures and can burn when slipped excessively, Kevlar resists wear significantly better and won't sustain permanent heat damage under demanding conditions. The sprung hub design absorbs drivetrain shock loads, delivering smooth engagement without the chatter common to solid-hub racing clutches. This combination makes the Superior series ideal for vehicles that split time between spirited street driving and open track days.

The diaphragm-style pressure plate provides progressive pedal feel with clamping force that actually increases over the life of the clutch—delivering lower pedal effort than Long-style pressure plates while maintaining consistent performance. The 12-5/8" equal bolt pattern matches standard GM LS flywheel configurations, and the 26-spline x 1-1/8" hub provides direct compatibility with T56 and T5 transmissions.

Every Superior clutch set is hand-assembled in MDL's facility, where each assembly undergoes rigorous inspection to ensure exacting tolerances and flawless operation before it ships. You receive a ready-to-install, precision-balanced clutch set backed by a 1-year free-from-defect warranty.

What's Included

• Diaphragm pressure plate with 12-5/8" equal bolt pattern
• 11" Kevlar/Kevlar clutch disc with 26-spline x 1-1/8" sprung hub
• Pilot bearing
• Clutch alignment tool
• Pressure plate bolt set
• Installation and break-in instructions
• 1-year free-from-defect warranty

Key Features

• 800hp torque capacity for serious street builds
• Twin organic friction discs (9.687" diameter) for smooth engagement
• 26-spline x 1-1/8" input shaft compatibility
• Universal fitment: GM V8 ('55-'85), BOP ('59-'79), Ford 11"/11.5"/12" Long patterns
• Sprung hub design absorbs driveline shock while maintaining engagement control
• Large red adapter ring (6911/6921 series) fits 168T GM, Ford 164T/176T/180T/184T, BOP 160T/166T flywheels
• Soft pedal effort with excellent release characteristics
• Diaphragm-style pressure plate for consistent clamp load

Description

The McLeod RST twin disc clutch delivers 800hp holding power in a street-friendly package--no harsh engagement, no leg-day pedal effort, no excuses. It's engineered for the enthusiast running serious power who still wants to daily-drive their build without fighting the clutch in traffic.

The twin organic friction discs provide the clamping force of a multi-disc setup while maintaining the smooth, progressive engagement characteristics you expect from a streetable clutch. Sprung hubs absorb driveline shock during aggressive launches, protecting the transmission input shaft while delivering precise pedal modulation. The diaphragm pressure plate maintains consistent clamp load across the RPM range with a lighter pedal feel than Borg & Beck designs.

McLeod's patented adapter ring system is the key to the RST's universal fitment. The large red adapter ring included with this kit bolts directly to large-diameter flywheels--Chevy 168-tooth, Ford 164T/176T/180T/184T, and BOP 160T/166T--eliminating the need for a dedicated flywheel. This covers GM V8 applications from '55-'85, Buick/Olds/Pontiac from '59-'79, and Ford 11"/11.5"/12" Long bolt patterns.

This clutch kit is designed for high-horsepower street use and is not intended for competition. For drag racing or sustained track use, step up to the RXT or RXT 1200 series. Pilot bushing and throwout bearing sold separately. Professional installation with proper flywheel resurfacing recommended. Backed by McLeod's 90-day limited warranty.

What's Included

• Diaphragm pressure plate assembly
• Two organic friction discs (9.687" diameter, 26-spline x 1-1/8", sprung hub)
• Floater plate
• Large red adapter ring for large-diameter flywheels
• Pilot alignment tool, (Pilot bushing sold separately)
• Installation instructions
• Lifetime technical support from MDL

Key Features

• 1,000 HP torque capacity - handles extreme horsepower while remaining street-driveable
• Two ceramic friction discs (9.687" diameter) with slightly aggressive engagement and soft pedal effort
• Solid hub design for maximum durability under high-torque loads
• Floater plate architecture for dual-disc holding power with excellent release characteristics
• 26-spline, 1-1/8" input shaft compatibility for T56, TKX, and similar transmissions
• McLeod patent-pending large diameter adapter ring - fits existing large-diameter flywheels without dedicated flywheel purchase
• Diaphragm-style pressure plate for lighter-than-stock pedal feel
• Compatible with multiple flywheel bolt patterns: 11" Long, 11-5/8" EQ, 11-5/12" Long, 12-3/8" EQ

Description

Street-legal performance cars are making more power than ever, and if you're rowing your own gears past the 500 HP mark, you need a clutch that can handle the abuse without sacrificing daily driveability. The McLeod RXT Twin Disc Clutch Kit solves the classic high-horsepower dilemma - massive holding power without the harsh engagement and heavy pedal effort that make twin-disc setups miserable in traffic.

Rated at 1,000 HP, the RXT uses two ceramic-faced 9.687" friction discs mounted to a solid hub, distributing clamping loads across four friction surfaces for superior heat dissipation and consistent engagement under hard launches. The ceramic facings provide slightly aggressive engagement - enough bite to transfer serious torque without the on/off grabbiness that plagues race-only clutches. The diaphragm-style pressure plate delivers lighter-than-stock pedal effort, making this a genuinely streetable setup for stop-and-go driving.

This economical kit uses McLeod's patent-pending large diameter adapter ring system, allowing you to retain your existing large-diameter flywheel rather than purchasing a dedicated unit. The large red adapter ring fits common big-flywheel applications including Chevy 168T, Ford 164T/176T/180T/184T, Chrysler 143T/172T, and Buick/Olds/Pontiac 160T/166T configurations. The 26-spline, 1-1/8" input shaft configuration matches T56, TKX, and other performance transmissions.

Compatible with 1955-85 Chevy V8 engines equipped with large diameter flywheels. Note: McLeod street performance clutches require a 500-750 mile break-in period of stop-and-go city driving (1,200-1,500 clutch cycles) before wide-open-throttle use or dyno tuning. This kit does not include a pilot bearing or throwout bearing. Made in the USA.

What's Included

• Diaphragm-style pressure plate
• Two ceramic friction discs (9.687" diameter, 26-spline, 1-1/8" hub)
• Solid hub assembly
• Steel floater plate
• McLeod patent-pending large diameter adapter ring
• Clutch alignment pilot tool
• Installation instructions with break-in procedure

Note: Pilot bearing and throwout bearing not included - inspect and replace as needed during installation.

Key Features

• 1,200 horsepower capacity for extreme street/strip builds
• Twin ceramic friction discs with slightly aggressive engagement and soft pedal effort
• Patent-pending large red adapter ring fits large-diameter flywheels including Chevy 168T
• 26-spline x 1-1/8" input shaft compatibility for aftermarket transmissions
• Diaphragm-style pressure plate for consistent clamping force
• Blanchard-ground floater plate with multiple straps reduces noise for streetability
• Economically priced kit without flywheel - uses your existing flat-style flywheel
• Made in the USA

Description

When you have pushed past 1,000 horsepower and still need to drive to the track, run hard, and drive home, the McLeod RXT 1200 delivers the holding power without the leg cramps. This twin-disc clutch handles up to 1,200 crank horsepower while maintaining a comfortable pedal feel that will not leave you massaging a charlie horse after a trip through downtown at rush hour.

The RXT 1200 features ceramic-lined clutch discs that provide slightly aggressive engagement with soft pedal effort. The higher clamp load compared to the standard RXT gives you the grip needed for serious power while the twin-disc design keeps rotating mass low for quick revs. The Blanchard-ground floater plate with multiple straps minimizes driveline noise - you may hear some feedback tones between 1200-1900 RPM, which is normal for twin-disc applications.

McLeod's patent-pending large red adapter ring system eliminates the need for a dedicated flywheel. The ring mounts to your existing large-diameter flat-style flywheel (Chevy 168T and similar) and provides the proper mounting surface for the twin-disc assembly. This adapter ring approach reduces cost while maintaining strength. Note: This kit requires a flat-style flywheel with a crank relief of 6.250" or less for proper fitment - it will not work with recessed or stepped flywheels.

Compatible with 1955-1985 Chevy V8 applications using transmissions with a 26-spline x 1-1/8" input shaft. Break-in requires 500-750 miles of stop-and-go city driving to properly seat the discs - actuate the clutch 1,200-1,500 times before any wide-open throttle driving. Pilot and throwout bearings sold separately. Backed by lifetime technical support from Modern Driveline.

What's Included

• Diaphragm pressure plate
• Two ceramic friction discs
• Blanchard-ground floater plate
• McLeod patent-pending large red adapter ring
• Pilot alignment tool
• Installation instructions
• Lifetime technical support

Note: Pilot bearing and throwout bearing not included. Flywheel not included - kit uses existing flat-style flywheel with adapter ring.

Key Features

• 850 lb-ft torque capacity with sprung-hub organic discs for smooth street engagement
• 246mm (9.7-inch) twin-disc design reduces rotating mass and increases heat capacity over single-disc clutches
• Precision-machined aluminum clutch cover derived from Tilton's OT-Series racing clutch technology
• Double-thickness floater plate eliminates gear chatter and provides superior heat dissipation
• Billet chromoly flywheel with 153-tooth ring gear and precision clutch register for optimal balance [VERIFY: custom field shows 157-tooth]
• 26-spline, 1-1/8-inch input compatible with TREMEC T-56 Magnum and TKO transmissions
• Heavy-duty straps attach pressure plate and floater to minimize noise and ensure clean release
• Compatible with most OEM release bearings (C6 Corvette applications require Tilton 6000-Series HRB)
• Made in the USA by Tilton Engineering

Description

High-horsepower LS builds demand a clutch that won't slip, chatter, or fail under load. The Tilton ST-246 twin-disc clutch and flywheel assembly delivers 850 lb-ft of holding power while maintaining the smooth engagement characteristics you need for daily street duty. Unlike the stamped steel "performance" clutches flooding the market, the ST-246 was engineered from the ground up as a true twin-disc clutch—not an OEM pressure plate with a floater bolted on as an afterthought.

The precision-machined aluminum clutch cover shares technology directly from Tilton's championship-winning OT-Series racing clutches used in F1, NASCAR, IMSA, IndyCar, and Formula Drift. This design delivers superior strength, stiffness, and dynamic balance compared to stamped steel alternatives. The high-mass main pressure plate and floater plate are machined from proprietary materials used in Tilton's racing clutches, providing exceptional heat capacity and warpage resistance. The floater plate is twice the thickness of most competitor twin-disc clutches—this extra mass allows for the sprung hub design while eliminating gear chatter and improving heat dissipation during hard use.

The sprung-hub organic discs dampen engine vibrations and reduce transmission noise, delivering engagement characteristics you can live with in traffic. The included billet chromoly flywheel features a precision register that locates the clutch for optimal balance—a significant improvement over the loose-fitting bolts and dowels found on stamped steel clutch assemblies. Internal balance matches LS1, LS2, LS3, LS6, and LS7 engines with 6-bolt crankshaft flanges.

This kit works with most OEM hydraulic release bearings. C6 Corvette and Gen5 Camaro applications require a Tilton 6000-Series hydraulic release bearing (sold separately for this kit). Pilot bearing and throwout bearing are not included. Designed for TREMEC T-56 Magnum and TKO transmissions with 26-spline, 1-1/8-inch input shafts.

What's Included

• Billet chromoly steel flywheel with 153-tooth ring gear, internally balanced [VERIFY: custom field shows 157-tooth]
• Precision-machined aluminum clutch cover with OT-Series racing technology
• High-mass main pressure plate with heavy-duty attachment straps
• Double-thickness steel floater plate with heavy-duty attachment straps
• Two 246mm organic clutch discs with sprung hubs (26-spline, 1-1/8-inch)
• Flywheel mounting bolts
• Clutch cover mounting bolts
• Clutch alignment tool
• Installation instructions

Tilton ST-246 Twin-Disc Clutch Kit | GM LSA/LSX 8-Bolt | 850 lb-ft Organic

Key Features

• 850 lb-ft torque capacity with sprung-hub organic discs for smooth street engagement
• Precision-machined aluminum pressure plate cover - superior strength and balance vs. stamped steel OEM-style units
• Double-thick floater plate eliminates gear chatter and provides superior heat dissipation
• Billet chromoly flywheel with 153-tooth ring gear and precision register for optimal balance [VERIFY: Product data lists both 153-tooth and 168-tooth ring gear - confirm correct spec]
• Heavy-duty straps connect pressure plate and floater to minimize noise and ensure clean release
• 26-spline disc hub (26 x 1-1/8") - compatible with TREMEC T-56, TKO, and similar transmissions
• Internally balanced (zero-balance) flywheel for GM LSA/LSX 8-bolt crank flange
• Tilton HR throwout bearing included [VERIFY: Main description says included, custom field says not included - confirm kit contents]
• Engineered from 50+ years of Tilton racing clutch technology

Description

When your LSA or LSX build pushes beyond what factory clutches can handle, the Tilton ST-246 delivers race-proven holding power with street-friendly manners. Rated at 850 lb-ft of torque, this twin-disc assembly was engineered from the ground up as a true performance clutch - not an afterthought OEM stamped-steel cover with a floater plate tacked on. The precision-machined aluminum pressure plate cover shares technology directly from Tilton's championship-winning OT-Series racing clutches, providing superior strength, stiffness, and dynamic balance compared to the stamped steel alternatives.

The ST-246's secret weapon is its floater plate design - machined at twice the thickness of competing twin-disc clutches. This extra mass serves three critical functions: it allows the use of sprung-hub discs for smooth engagement, eliminates the gear chatter common in twin-disc setups, and provides significantly greater thermal capacity to resist warpage under hard use. Heavy-duty straps connect the pressure plate and floater to the cover, minimizing noise and delivering a clean, predictable release.

The organic friction discs feature sprung center hubs that dampen engine vibrations and reduce gearbox noise - essential for a streetable driving experience. The billet chromoly flywheel includes an integrated ring gear and a precision register bore that locates the clutch assembly perfectly, eliminating the loose-fitting bolts and dowel pins that create imbalance in lesser setups. This kit is designed specifically for GM LSA and LSX engines with 8-bolt crankshaft flanges and mates to 26-spline input shaft transmissions including TREMEC T-56 and TKO variants.

Since 1972, Tilton Engineering has supplied championship-winning clutches to the highest levels of motorsport - F1, NASCAR, IMSA, IndyCar, SCCA, Formula Drift, and SCORE. The ST-246 brings that proven expertise to the high-performance street market at a competitive price point.

What's Included

• Precision-machined aluminum clutch cover assembly with heavy-duty straps
• High-mass pressure plate machined from proprietary racing clutch materials
• Double-thick steel floater plate
• Two organic friction discs with sprung center hubs (26 x 1-1/8" spline)
• Billet chromoly steel flywheel with integrated ring gear (internally balanced for 8-bolt LSA/LSX)
• Clutch alignment tool
• Flywheel bolts
• Clutch cover bolts
• Tilton HR throwout bearing [VERIFY: Confirm if throwout bearing is included or not]
• Installation instructions

Note: Pilot bearing not included.

Key Features

• Solid-hub cerametallic discs rated for 1250 lb-ft of torque - delivers race-proven strength for street/strip use
• Precision-machined aluminum clutch cover - higher strength, stiffness, and better dynamic balance than OE-type stamped steel covers
• Floater plate twice the thickness of most twin-disc clutches - enables solid-hub design, eliminates gear clatter, and provides superior heat dissipation
• Billet chromoly flywheel with integrated 168-tooth ring gear - reduces rotating mass while delivering long-term durability
• High-mass pressure plates machined from proprietary racing materials - provides exceptional heat capacity and resists warpage
• 246mm (9.7") disc diameter with 26-spline x 1-1/8" input - direct fit for TREMEC T56 and TKO transmissions
• Heavy-duty straps attach plates to cover - minimize noise and provide clean clutch release
• Compatible with most OEM release bearings

Description

High-output LS engines demand more than stamped steel clutches can deliver. The Tilton ST-246 solves the torque capacity problem without sacrificing streetability. Unlike many performance clutches on the market, ST-246 clutches were designed from the ground up as a true performance twin-disc clutch - not an OEM-type stamped steel pressure plate with a floater added. This complete assembly delivers racing technology in a package engineered specifically for street/strip use.

The aluminum clutch cover shares technology from Tilton's championship-winning line of OT-Series racing clutches, providing superior strength and balance compared to stamped steel alternatives. The ultra-thick floater plate design enables the solid-hub cerametallic discs to handle extreme torque loads while eliminating the gear rattle common with thinner designs. Proprietary pressure plate materials deliver exceptional heat dissipation - critical for repeated hard launches and track use.

The billet chromoly flywheel features a precision register system that ensures optimal clutch positioning and balance, eliminating the loose-fitting bolt patterns that plague lesser designs. The integrated 168-tooth ring gear reduces weight compared to separate press-fit rings while maintaining the strength needed for high-RPM operation. Since 1972, Tilton Engineering has been the leading supplier of small-diameter racing clutches, with championships in F1, NASCAR, IMSA, IndyCar, SCCA, Formula Drift, and SCORE.

Designed for Chevy LS1, LS2, LS3, LS6, and LS7 engines with 6-bolt crank flanges. The 26-spline x 1-1/8" hub pattern provides direct compatibility with TREMEC T56 and TKO transmissions. Can be used with most OEM release bearings. Pilot bearing and throwout bearing not included.

What's Included

• Precision-machined aluminum clutch cover assembly
• High-mass pressure plate with proprietary racing material construction
• Ultra-thick floater plate with heavy-duty mounting straps
• Two 246mm solid-hub cerametallic friction discs
• Billet chromoly flywheel with integrated 168-tooth ring gear
• Flywheel mounting bolts
• Clutch mounting hardware
• Alignment tool
• Installation instructions

Key Features

• 1,250 lb-ft torque capacity with solid-hub cerametallic discs - built for serious street/strip power
• 246mm (9.7") disc diameter provides superior heat dissipation and clamping force
• Precision-machined aluminum clutch cover - higher strength and stiffness than stamped steel OEM designs
• Billet chromoly steel flywheel with integrated 168-tooth ring gear and precision clutch register
• Floater plate twice the thickness of most competitors - eliminates gear chatter and dramatically improves heat capacity
• Heavy-duty straps connect pressure plate and floater to cover - minimizes noise, provides clean release
• 26-spline x 1-1/8" input shaft compatibility - direct fit for TREMEC T56, TKO, TKX, and Magnum transmissions
• 8-bolt crank flange pattern for LSA, LSX, LT1, and LT4 engines
• Complete assembly weight: 46.4 lbs

Description

When you're pushing serious power through an LSX or LT4 engine, clutch failure isn't an option. The Tilton ST-246 was engineered from the ground up as a true performance twin-disc clutch - not an OEM-type stamped steel pressure plate with a floater tacked on as an afterthought. This is race-derived technology built for the street, drawing on Tilton's nearly 50 years of championship-winning experience in F1, NASCAR, IMSA, IndyCar, and Formula Drift.

The engineering details set the ST-246 apart. The precision-machined aluminum clutch cover shares technology with Tilton's OT-Series racing clutches, delivering higher strength, better stiffness, and superior dynamic balance compared to stamped steel competitors. The high-mass pressure plate and floater plate are machined from the same proprietary materials used in Tilton's racing clutches, providing exceptional heat capacity and warp resistance. That floater plate runs twice the thickness of typical twin-disc setups - this eliminates gear chatter and provides dramatically better heat dissipation under hard use.

This specific kit features solid-hub cerametallic discs rated for 1,250 lb-ft of torque, delivering the positive, precise engagement characteristics needed for street/strip applications. The billet chromoly steel flywheel includes an integrated 168-tooth ring gear and precision register system that provides optimal clutch-to-flywheel balance - no loose-fitting bolts or dowels like stamped steel units. Heavy-duty straps connect the plates to the cover, minimizing noise while ensuring fast, clean releases between shifts.

Designed for Chevy LSA, LSX, LT1, and LT4 engines with 8-bolt crank flange patterns. Compatible with TREMEC T56, TKO, TKX, and Magnum transmissions via the 26-spline x 1-1/8" input shaft. This assembly does not include a pilot bearing or throwout bearing - it can be used with most OEM release bearings, or pair it with a Tilton 6000-Series hydraulic release bearing for optimal performance.

Kit Includes

• Billet chromoly steel flywheel with integrated 168-tooth ring gear (internally balanced)
• Precision-machined aluminum clutch cover
• High-mass pressure plate (proprietary racing materials)
• Heavy-duty floater plate (2x thickness vs. competitors)
• Two cerametallic clutch discs with solid-hub centers (26-spline x 1-1/8")
• Heavy-duty connecting straps
• Clutch mounting bolts
• Flywheel mounting bolts
• Spline grease
• Alignment tool
• Lifetime technical support from MDL

Note: Pilot bearing and throwout bearing not included.

Key Features

• 1.096" outer diameter x 0.590" inner diameter - sized for TREMEC input shafts
• 0.720" width provides proper input shaft support depth
• Inner landing design fits the innermost pocket of LS crankshaft flanges
• Sealed bearing construction prevents contamination and lubricant loss
• Correct bearing for LS3 T-56 conversion applications and similar setups
• Compatible with GM LS1, LS3, and LS6 engines

Description

Selecting the correct pilot bearing for an LS engine and TREMEC transmission combination is critical - the wrong bearing position or size leaves the input shaft unsupported, causing shifting issues and accelerated transmission wear. This sealed pilot bearing is engineered for applications requiring the small-diameter bearing that seats in the innermost pocket (Position A) of the LS crankshaft flange.

The 1.096" outer diameter press-fits into the inner landing of LS1, LS3, and LS6 crankshafts, while the 0.590" bore matches the pilot tip diameter of standard TREMEC T-56, Magnum, and TKO input shafts. The 0.720" width ensures adequate support depth at the pilot tip - the most critical point for maintaining input shaft alignment and preventing premature bearing failure.

Use this bearing when your transmission input shaft protrudes approximately 3/4" to 1" past the front face of the bellhousing. For T-56 conversions behind LS3 engines using aftermarket bellhousings, this is typically the correct bearing position. Always verify input shaft protrusion and crankshaft pocket dimensions before installation - the bearing should be a slight interference fit into the crankshaft. Install by pressing on the outer race only, and ensure the sealed side faces outward (toward the transmission) to retain lubrication.

What's Included

• 1x Sealed pilot bearing (1.096" OD x 0.590" ID x 0.720" width)

OEM Style Clutch/Brake Pedal Assembly | 1967-1968 Camaro | 1967 Firebird

Key Features

• Direct-fit replacement for 1967-1968 Camaro and 1967 Firebird manual transmission applications
• Swing-mounted design maintains factory pedal geometry and leverage ratios
• Includes shaft bushings and retaining clip for complete installation
• Works with both manual and power brake configurations
• Foundation component for automatic-to-manual transmission conversions

Description

Converting your first-gen F-body from automatic to manual transmission starts at the firewall. This OEM-style clutch and brake pedal assembly delivers the correct swing-mounted pedal positioning that factory manual-transmission '67-'68 Camaros and '67 Firebirds came with from the factory. Whether you're doing a ground-up restoration or swapping in a TREMEC for more gear choices, this assembly provides proper pedal placement and leverage for confident clutch and brake operation.

The swing-mounted configuration maintains correct pedal arc and travel relative to the firewall, ensuring proper geometry with your clutch master cylinder or mechanical linkage. This assembly accommodates both manual and power brake setups, giving you flexibility regardless of your brake configuration. For builders going with a hydraulic clutch system, MDL's LF Series master cylinder kits mount directly to this pedal assembly for a clean, modern actuation setup.

To complete the factory appearance, MDL recommends adding a pedal pad kit with trim rings. Part number MD-412-0303-DB fits disc brake applications, while MD-412-0303-MB covers drum brake setups. Both kits deliver that finished, period-correct look that separates a quality build from the rest.

What's Included

• Clutch pedal
• Brake pedal
• Shaft bushings
• Retaining clip

Key Features

• 3" disc brake pedal pad with factory horizontal rib pattern for proper grip
• 2" clutch pedal pad with authentic OEM ribbed design
• Stainless steel trim rings for clean, factory-correct appearance
• Direct replacement for worn factory rubber pads on manual transmission GM vehicles
• Fits '67-81 Camaro/Firebird, '64-72 Chevelle, '68-79 Nova, '71-75 Vega, '73-74 Ventura/Omega

Description

After decades of clutch dumps and hard stops, factory pedal pads crack, tear, and wear smooth--leaving you with exposed metal, a sloppy foothold, and an interior that looks neglected. This pedal pad kit restores proper grip and OEM appearance to manual transmission GM vehicles equipped with disc brakes.

The kit includes a 3" disc brake pedal pad and a 2" clutch pedal pad, both featuring the correct horizontal ribbed pattern that matches factory originals. The ribbing isn't just cosmetic--it provides the grip you need for precise pedal modulation, especially during spirited driving or heel-toe downshifts. The included stainless steel trim rings replicate the chrome OEM bezels, eliminating the unfinished look of exposed rubber edges and giving your pedal box that factory-fresh appearance.

Applications include 1967-81 Camaro and Firebird, 1964-72 Chevelle, 1968-79 Nova, 1971-75 Vega, and 1973-74 Ventura/Omega models with manual transmission and disc brake configurations. The pads mount directly to existing pedal assemblies--simply remove the old worn pads and press the replacements into place.

What's Included

• 3" disc brake pedal pad with horizontal rib pattern
• 2" clutch pedal pad with horizontal rib pattern
• Stainless steel trim rings (pair)

Key Features

• 3-inch manual brake pedal pad and 3-inch clutch pedal pad for full-size pedal applications
• Stainless steel trim rings deliver authentic OEM appearance
• Direct-fit replacement for 1972-1981 Camaro and Firebird F-body models
• Complete kit includes both pads and both trim rings in a single purchase
• Manual brake configuration - not for power brake applications

Description

Worn pedal pads and missing trim rings are telltale signs of a neglected interior - and on a manual transmission F-body, they're the two components your feet touch every time you drive. This complete pedal pad kit restores your 1972-1981 Camaro or Firebird pedal assembly to factory-correct condition with properly sized pads and polished stainless steel trim rings that replicate the original GM look.

The kit includes 3-inch diameter pads for both the manual brake pedal and the clutch pedal. This sizing is critical: 1972 models and certain other F-body applications used full-size 3-inch clutch pedals, while later models often featured narrower 2-inch clutch pads. If your clutch pedal arm accepts a 3-inch pad, this is the correct kit. The stainless steel trim rings add the finishing touch that separates a quality restoration from a parts-bin build - bright polished rings that frame each pad and resist corrosion far better than chrome-plated alternatives.

Installation is straightforward - the pads and trim rings are designed to fit the factory pedal arm mounting points without modification. Whether you're completing a frame-off restoration or just refreshing a driver-quality second-gen, this kit gives your pedal box the detail-correct appearance that factory manuals specified.

What's Included

• 3-inch manual brake pedal pad
• 3-inch clutch pedal pad
• Stainless steel trim ring (qty. 2)

Key Features

• Innovative pedal linkage design matches pedal travel with 0.750" bore, 1.4" stroke master cylinder for reduced clutch pedal effort and optimal fluid volume
• Uses stock clutch pedal and original rod hole location--no firewall drilling required
• Firewall mounting plate installs under brake master cylinder or booster where firewall is strongest to eliminate flex under load
• Long-stroke, small-bore master cylinder generates adequate fluid volume for most internal and external slave cylinders
• Black plastic remote reservoir with OE-quality construction and leak-free design--no troublesome hose clamps
• Includes exclusive One-Man-Bleeder Kit for simplified installation and bleeding
• Fits 1967-1969 Camaro/Firebird and 1968-1974 Nova with factory clutch pedal
• Made in the USA

Description

Converting your first-generation Camaro, Firebird, or Nova to hydraulic clutch actuation has traditionally meant compromising on pedal feel or dealing with complex fabrication. The common approach of connecting a 3/4" or 7/8" bore by 1" stroke master cylinder directly to the pedal results in improper pedal pressure and excessive effort. The LF Series solves this problem with an engineered solution that delivers the light pedal effort and precise control serious drivers demand.

The revolutionary design features an innovative pedal linkage that matches pedal travel with a long-stroke master cylinder for dramatically reduced clutch pedal load. The 0.750" bore and 1.4" stroke combination generates enough fluid volume to support most aftermarket external or internal slave systems, including Tilton hydraulic release bearings. This engineering approach eliminates the pedal effort problems that plague direct-mount master cylinders while providing the fluid displacement modern hydraulic clutches require.

The system mounts using the original clutch rod hole location, preserving your firewall's integrity while ensuring proper pedal geometry. The firewall mounting plate installs under the brake master cylinder or booster where the firewall is strongest, eliminating firewall flex under load. The black plastic remote reservoir features leak-resistant construction without troublesome clamps, maintaining a clean engine bay appearance and reliable operation.

Compatible with 1967-1969 Camaro and Firebird, plus 1968-1974 Nova models using factory clutch pedal assemblies. Each kit includes comprehensive installation instructions and lifetime technical support. Fluid requirement: DOT 3 or 4 brake fluid. Made in the USA.

What's Included

• 0.750" bore, 1.4" stroke hydraulic master cylinder with pedal linkage
• Black plastic remote reservoir
• Firewall mounting plate
• Hydraulic lines and fittings
• Clevis and adjustment hardware
• One-Man-Bleeder Kit for simplified bleeding
• Complete installation instructions
• Lifetime technical support

Key Features

• 0.750" bore x 1.4" stroke master cylinder delivers optimal fluid volume for most internal and external slave cylinders
• Engineered pedal linkage reduces pedal effort while retaining the factory clutch pedal and original rod hole
• Firewall mounting plate installs under brake master or booster where the firewall is strongest--eliminates flex
• Black anodized billet aluminum remote reservoir with leak-proof design (no clamps to fail)
• Includes exclusive One-Man Bleeder Kit for simplified installation and system bleeding
• Compatible with DOT 3 or DOT 4 brake fluid--no special high-temp fluids required
• Made in the USA

Description

Converting to hydraulic clutch actuation shouldn't mean starting from scratch and ending up frustrated with the results. The MDL Light Foot Series hydraulic master cylinder kit transforms your clutch pedal feel while maintaining your factory pedal and linkage setup. This engineered solution uses the stock clutch rod hole and pedal assembly for straightforward installation that doesn't require firewall modifications beyond what the kit specifies.

The system centers around a precision-engineered pedal linkage that matches your pedal's full swing with the master cylinder's long stroke for maximum leverage. The result is dramatically reduced pedal effort with full control authority. The 0.750" bore x 1.4" stroke cylinder provides the fluid volume requirements needed by most modern hydraulic slave cylinders, whether you're running internal hydraulic release bearings or external slave systems. The firewall mounting plate installs beneath your brake master cylinder or booster where the firewall is strongest, eliminating the flex that plagues direct-mount systems.

The remote billet aluminum reservoir features a leak-proof design that eliminates troublesome clamps--it connects to the master cylinder via rubber hose for flexible positioning. The black anodized finish resists corrosion and provides a professional appearance under the hood. Pair this master kit with a Tilton internal hydraulic release bearing or MDL external slave cylinder for a complete hydraulic clutch solution.

Designed and manufactured in the USA specifically for 1967-1969 Camaro/Firebird and 1968-1974 Nova applications. Works with original factory pedals and OE reproduction aftermarket pedals. This kit relies on factory components being in good working order--any modifications or damage to the firewall, pedal, or pedal hanger will affect master cylinder performance.

What's Included

• 0.750" bore x 1.4" stroke hydraulic master cylinder
• Black anodized billet aluminum remote reservoir
• Firewall mounting plate with hardware
• Pedal linkage assembly
• Hydraulic lines with fittings
• One-Man Bleeder Kit
• Complete installation instructions
• Lifetime technical support

Key Features

• 0.750" bore with 1.4" stroke generates 0.619 cu/in fluid volume for most internal and external slave cylinders
• Innovative pedal linkage uses stock clutch rod hole for minimal vehicle modification
• Firewall mounting plate installs under brake master or booster where structure is strongest - eliminates flex
• Long-stroke, small-bore design delivers light pedal effort with full clutch modulation
• Silver anodized billet aluminum remote reservoir eliminates leak-prone clamp connections
• Works with stock clutch pedal and OE reproduction aftermarket pedals
• Compatible with Tilton internal hydraulic release bearings and most external slave cylinders
• Includes MDL One-Man Bleeder Kit for simplified installation and bleeding
• Made in the USA

Description

Converting your first-gen Camaro, Firebird, or early Nova to hydraulic clutch actuation does not have to mean compromising pedal feel or dealing with firewall flex. The common approach - bolting a 3/4" or 7/8" bore by 1" stroke master cylinder directly to the pedal - results in improper pedal pressure, heavy effort, and often requires raising the cylinder higher than the stock clutch rod hole. The MDL LF Series solves these problems with an engineered mechanical linkage system that preserves factory pedal geometry while delivering modern hydraulic performance.

The heart of this kit is the 0.750" bore master cylinder with a 1.4" stroke, producing 0.619 cubic inches of fluid volume - the sweet spot for most aftermarket internal and external slave cylinders. The mechanical linkage allows the full stroke of the pedal to maximize clutch modulation while keeping the cylinder perpendicular to the firewall, providing mechanical advantage that reduces the pedal pressure required to operate the clutch. The firewall plate mounts under your brake master cylinder or booster where the structure is strongest, eliminating flex under load.

The silver anodized billet aluminum reservoir provides a premium appearance while eliminating the leak-prone clamp connections found on cheaper systems. Every kit includes comprehensive installation instructions and MDL's unique One-Man Bleeder Kit, making the bleeding process straightforward even for first-time hydraulic installers. Pair this master kit with Tilton Engineering internal hydraulic release bearings or MDL LF Series external slave cylinder kits for a complete hydraulic clutch solution.

This kit relies on factory components being in good working order - any modifications or damage to the firewall, pedal, or pedal hanger will affect master cylinder performance. Uses DOT 3 or DOT 4 brake fluid.

What's Included

• 0.750" bore master cylinder with 1.4" stroke
• Aluminum master cylinder body
• Firewall mounting plate
• Pedal linkage assembly
• Silver anodized billet aluminum remote reservoir
• Pre-bent hydraulic lines
• MDL One-Man Bleeder Kit
• Complete hardware
• Installation instructions
• Lifetime technical support

Key Features

• Three adjustable pedal ratio positions for customized clutch feel and action - the ONLY kit on the market with this feature
• Maintains stock clutch pedal pivot point for OEM pedal feel with zero modifications to factory pedal support
• Spherical mounting points eliminate binding for smooth, consistent clutch operation
• Sealed reversible bulkhead assembly mounts in factory clutch rod hole, keeping moisture and engine fumes out of the interior
• Billet aluminum 2100 Series reservoir with black anodized finish and improved side-top vents to prevent water entry
• -4AN stainless steel braided lines throughout for durability and leak-free operation
• Works with existing industry slave cylinders and hydraulic release bearings
• OEM appearance clutch pedal arm for factory-style looks
• One-man bleeder kit included for easy system bleeding
• Made in the USA with lifetime tech support

Description

Mechanical clutch linkage on first-gen F-bodies and early Novas is notorious for adjustment headaches, inconsistent pedal feel, and wear-induced slop. The Stealth Series Hydraulic Clutch Master Kit solves all of it by converting your '67-'69 Camaro/Firebird or '68-'74 Nova to a modern hydraulic system that mounts completely behind the dash on the factory pedal hanger. The result is a clean, hidden installation that maintains the stock appearance of your interior while delivering the precise, consistent engagement that mechanical linkage simply cannot match.

What sets this kit apart from every competitor is the three-position adjustable pedal design. The custom clutch pedal features three master cylinder mounting positions, allowing you to fine-tune pedal action and feel to your exact preference. Spherical mounting points ensure smooth operation and eliminate the binding and inconsistent feel that plague other hydraulic setups. The sealed reversible bulkhead assembly installs in the factory clutch rod hole - requiring zero firewall modifications - while keeping moisture and engine fumes out of your cabin.

The included 2100 Series billet reservoir features a black anodized finish and an improved cap design with side-top vents that prevent water intrusion. Stainless steel braided -4AN lines provide the durability and leak-free performance demanded by serious enthusiasts. The reversible silver/black firewall plate assembly gives you mounting flexibility to match your engine bay aesthetics. This complete system works seamlessly with industry-standard slave cylinders and hydraulic release bearings, making it compatible with your existing clutch release components.

Fits 1967-1969 Camaro/Firebird and 1968-1974 Nova applications. Complete kit includes everything needed for installation with no additional parts required. Made in the USA with lifetime tech support from trained technicians.

What's Included

• Reversible silver/black anodized firewall plate assembly
• Billet aluminum master cylinder
• OEM appearance clutch pedal arm with three adjustable pivot positions
• -4AN stainless steel braided hydraulic lines
• Black anodized billet aluminum 2100 Series reservoir with side-top vents
• Complete mounting hardware and brackets
• One-man bleeder kit
• Installation instructions
• Lifetime tech support by trained technicians

Stealth Series Hydraulic Clutch Master Kit | 1967-1969 Camaro/Firebird & 1968-1974 Nova | Silver Reservoir

Key Features

• Three adjustable pedal ratio positions - the ONLY kit on the market that lets you fine-tune clutch engagement and feel
• Maintains stock clutch pedal pivot point for OEM pedal feel with zero modifications to factory pedal support
• Spherical mounting points eliminate binding and deliver smooth, consistent clutch operation
• Hidden in-dash mount behind factory pedal hanger for clean, stealth appearance
• Sealed reversible bulkhead assembly uses factory clutch rod hole - keeps moisture and engine fumes out of the interior
• 2100 Series billet aluminum reservoir with silver anodized finish and improved side-top vents to prevent water entry
• -4AN stainless steel braided lines throughout for durability and leak-free connections
• Long-stroke, small-bore master cylinder design minimizes firewall loading and delivers light pedal effort
• Compatible with existing industry slave cylinders and hydraulic release bearings
• Made in the USA

Description

Converting your classic GM to hydraulic clutch operation shouldn't mean compromising factory appearance or pedal feel. The MDL Stealth Series solves both problems with an innovative in-dash master cylinder system that mounts completely hidden behind the factory pedal hanger. This kit maintains the stock clutch pedal pivot point, delivering familiar pedal feel while requiring absolutely zero modifications to your OEM pedal support.

What sets the Stealth Series apart is its three-position pedal ratio adjustment - the only system on the market that lets you dial in exactly how your clutch responds. The firewall plate with mechanical linkage greatly reduces firewall load and pedal effort while providing the design flexibility to use your stock clutch rod hole. Spherical mounting points ensure smooth, bind-free operation, eliminating the inconsistent clutch feel that plagues lesser systems. The long-stroke, small-bore master cylinder optimizes full pedal stroke for better clutch control while keeping pedal effort light.

The sealed reversible bulkhead assembly mounts using your existing clutch rod hole, keeping engine bay moisture and fumes out of the interior. The system is built around MDL's newly designed 2100 Series billet aluminum reservoir with silver anodized finish, featuring an improved cap design with side-top vents that prevent water entry. The compact reservoir size promotes easy mounting wherever you choose. -4AN stainless steel braided lines provide durability and leak-free connections throughout.

This kit works seamlessly with most existing industry slave cylinders and hydraulic release bearings for maximum compatibility. Designed specifically for 1967-1969 Camaro/Firebird and 1968-1974 Nova applications. Made in the USA with lifetime tech support from trained technicians.

What's Included

• Reversible silver/black firewall plate assembly
• Billet master cylinder
• OEM appearance clutch pedal arm with three adjustable mounting positions
• 2100 Series billet aluminum reservoir with silver anodized finish
• -4AN stainless steel braided lines
• All mounting hardware and brackets
• One-man bleeder kit
• Complete installation instructions
• Lifetime tech support by trained technicians

LF Series GM LS CSC Bearing | T56/Magnum Low-Clearance | Braided Lines

Key Features

• Eliminates quick-disconnect clearance issues in tight transmission tunnels
• Flexible stainless steel braided lines replace rigid quick-disconnect fittings
• Remote bleed port provides easy access for system maintenance
• -4AN fittings with stainless steel braid construction
• Coupled lines stay tidy and secure during installation and operation
• Bolt-on mounting directly to T56/Magnum CSC provisions
• Fits GM LS T56, Magnum, and Super Magnum six-speed transmissions

Description

When installing a TREMEC T56 or Magnum six-speed behind an LS engine, the standard GM CSC bearing with its quick-disconnect fitting often creates clearance nightmares. The rigid quick-disconnect protrudes from the bellhousing and frequently interferes with transmission tunnel walls, forcing builders into costly bodywork or frustrating component relocation.

Modern Driveline took the ever-popular GM LS CSC bearing and made it better. This low-clearance design eliminates the problematic quick-disconnect entirely, replacing it with flexible stainless steel braided lines that bend and route around obstacles. The flexible lines allow the braided assembly to make the turn out of the bellhousing without tunnel interference, while maintaining full hydraulic functionality and OE-quality clutch release performance.

The braided lines feature -4AN fittings and stainless steel construction for durability and consistent pedal feel. The remote bleed line provides easy access to the vent/bleed port, eliminating the need to access tight bellhousing areas during system bleeding and maintenance. The coupled line design keeps both supply and bleed lines organized and secure during installation and operation.

Compatible with GM LS engines paired with T56, Magnum, or Super Magnum six-speed transmissions. The bolt-on design mounts directly to the transmission's CSC mounting provisions using OE-spec hardware.

What's Included

• OE-style hydraulic release bearing with low-clearance design
• Stainless steel braided supply line with -4AN fittings
• Stainless steel braided bleed line with -4AN fittings
• Line coupling hardware for secure routing
• Installation instructions

Key Features

• Billet aluminum body and piston precision-machined in-house at Tilton for race-proven street reliability
• Nearly 1.25 inches of height adjustment via stainless steel threaded sleeve - accommodates wide variety of clutch setups
• Adjustable bearing height from 1.77 inches to 3.00 inches covers most performance applications
• Full 0.700 inches of piston travel (0.450 inches typical) for complete clutch disengagement
• High-temperature mono-seal design with quad tensioner ensures proper seal tension and maximum reliability
• Dual -4AN stainless steel braided supply and bleed lines - stable pedal feel with easy bleeding access
• Direct bolt-on replacement for OE CSC mounting point on T56/Magnum front plate - no modifications required
• High-quality flat face bearing with 1.71-inch to 3.03-inch contact diameter fits most 8.5-11 inch bent-finger and lever-type clutches
• Constant-contact design self-adjusts for clutch wear and maintains consistent pedal feel throughout clutch life

Description

OEM concentric slave cylinders in GM T56 applications are notorious for heat-related failures and inconsistent pedal feel under hard use. The MD-900-2505-A solves these problems with Tilton's race-proven 6000-Series hydraulic release bearing technology, packaged as a complete bolt-on kit for GM T56, Magnum, and Magnum XL six-speed transmissions.

The engineering starts with a billet aluminum body and piston, precision-machined at Tilton's California facility. Unlike plastic-bodied OEM units that distort under heat cycling, the all-metal construction maintains tight tolerances even in demanding conditions. The high-temperature mono-seal design incorporates a quad tensioner to maintain proper seal loading - critical for consistent hydraulic pressure and long service life. This constant-contact bearing self-adjusts as your clutch wears, eliminating the need for periodic adjustment and maintaining the same pedal feel throughout the clutch's lifespan.

Installation leverages the OE CSC mounting feature on the T56/Magnum front plate, so this kit bolts directly in place of your factory hydraulic release bearing. The stainless steel threaded sleeve provides nearly 1.25 inches of height adjustability (1.77 to 3.00 inches total bearing height), accommodating everything from stock replacement clutches to aggressive racing setups. The full 0.700 inches of piston travel handles even high-clamp-load pressure plates. Dual braided stainless lines with swivel fittings provide both supply and dedicated bleed access, making system bleeding and maintenance straightforward.

Compatible with GM LS T56 and Magnum six-speed transmissions to replace the stock CSC. Also fits 2005-10 Mustang with T5/TR3650, 2007-14 Shelby GT500 TR6060, and 2011+ Mustang with MT-82/GT350 3160. The flat face bearing suits most 8.5 to 11-inch bent-finger and lever-type clutches. This is a complete kit - with MDL, there are no extras to buy.

What's Included

• Tilton 6000-Series billet aluminum hydraulic release bearing assembly
• Bolt-on adjustment mounting base with stainless steel threaded sleeve
• -4AN stainless steel braided supply line
• -4AN stainless steel braided bleed line
• Union fitting for main supply line connection
• Anti-rotation bolt
• High-strength transmission retainer bolt
• Complete installation instructions

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

• Engraved 6-speed shift pattern in contrasting color for instant gear identification
• 1-7/8" diameter -- the classic size that balances palm-filling grip with precise shifts
• Solid high-gloss, high-strength plastic construction for durability and authentic muscle car appearance
• 3/8"-16 coarse thread specification -- fits aftermarket Hurst shifters and compatible applications
• Molded-in brass thread insert eliminates wobble and ensures secure, rattle-free mounting
• Includes jam nut for locked-down installation
• Matches the look and feel of classic knobs used in the muscle car era

Description

Swap out that tired factory knob for the shifter ball that's been the performance standard for over five decades. When you glance into a serious build and see a chrome stick topped with a white cue ball, you know instantly that the driver takes performance seriously. This isn't nostalgia for its own sake -- it's about installing the same proven design that earned its reputation in the golden age of American muscle.

The molded-in brass thread insert is the key to eliminating the wobble and play that plagues cheap knock-offs. That solid connection to your shifter lever translates directly to more precise, confident shifts. The 1-7/8" diameter sits naturally in your palm -- large enough for positive grip, compact enough for rapid gear changes without fumbling. The high-gloss white finish and engraved shift pattern provide a clean, classic look that pairs perfectly with chrome shifter sticks.

Through careful engineering and high-quality materials. The 3/8"-16 thread specification fits aftermarket Hurst chrome shifter sticks and other compatible applications. Note: This thread pitch is not compatible with modern OEM metric applications or pre-1975 Hurst shifters (which used 3/8"-24 fine threads -- verify your shifter's thread specification before ordering).

What's Included

• White 6-speed shift ball with engraved pattern (1-7/8" diameter)
• Molded-in brass thread insert (3/8"-16)
• Jam nut for secure installation

Key Features

• 1-7/8" diameter for optimal grip and precise shift control
• High-gloss, high-strength polymer resin construction
• Molded-in brass thread insert for long-term durability under hard shifts
• Engraved inlaid 6-speed shift pattern with upper-right reverse
• 3/8"-16 coarse thread fits most Hurst chrome shifter sticks
• Jam nut included for secure installation
• Temperature-stable material — won't heat-soak like bare metal knobs

Description

One glance at that chrome stick and classic ball knob tells everyone in the car that you mean business. This black 6-speed version delivers the same iconic feel with a more subdued appearance while maintaining Hurst's commitment to precision shifting.

The 1-7/8" diameter has been refined through decades of real-world use to hit the ideal balance between a satisfying, substantial feel and quick, precise shift control. The high-gloss, high-strength polymer construction is a deliberate engineering choice, not a budget compromise. Polymer doesn't heat-soak the way bare metal does — anyone who has grabbed a polished aluminum knob after the car has been sitting in a summer parking lot knows the exact burn. The Hurst ball stays at a manageable temperature in hot weather and doesn't become an ice cube in winter. It's a practical choice wrapped in a beautiful package.

The molded-in brass thread insert ensures the threads hold up under real driving forces — the torque of a hard shift, vibration from a performance engine, and years of daily use without degrading. Plastic threads, by contrast, eventually strip out. Hurst doesn't cut corners here, and that investment in quality shows up in the long-term ownership experience. The 3/8"-16 thread size is the standard coarse-thread specification used on the vast majority of Hurst aftermarket chrome shifter sticks.

Through careful engineering and by using only high-quality components, Hurst shift levers and shift balls complete your vehicle's look — all backed by the history, heritage, and knowledge that Hurst has acquired over half a century of shifter design.

What's Included

• Black 6-speed shift ball with engraved shift pattern (1-7/8" diameter)
• Molded-in brass thread insert (3/8"-16)
• Jam nut for secure installation

Key Features

• 1-7/8" knob diameter with ergonomic spherical design for comfortable, fatigue-free shifting
• High-gloss, high-strength polymer construction built to handle performance driving heat and stress
• Correct 6-speed shift pattern with reverse located to the right and up - matches TREMEC T56 transmissions
• Engraved inlaid shift pattern for clear visibility that won't wear off
• MDL logo prominently displayed on the side
• 3/8"-16 thread pattern with molded-in brass threaded insert prevents galling
• Jam nut included for secure, vibration-proof installation
• 16mm thread reducers included for expanded shifter compatibility

Description

The factory shift knob in your manual transmission rarely delivers the tactile feedback and visual presence a performance build deserves. This MDL-branded 6-speed shift ball delivers both - a properly weighted, ergonomic design paired with the correct shift pattern for TREMEC T56 applications. The 1-7/8" diameter fills your palm for confident, positive shifts without the slop or uncertainty of undersized factory knobs.

Built from solid high-gloss, high-strength polymer, this shift ball handles the temperature swings and mechanical stress of spirited driving without cracking, fading, or softening. The engraved inlaid shift pattern shows reverse positioned to the right and up - the correct layout for 2003-2004 Cobra, 2007-2014 GT500, and any Mustang running an aftermarket TREMEC T56 transmission. Unlike printed or stickered patterns, the engraved inlay won't wear away from years of palm contact.

The molded-in brass threaded insert accepts the 3/8"-16 thread pattern common to most aftermarket performance shifters. Brass eliminates the aluminum-on-aluminum thread galling that plagues cheaper shift knobs, and the included jam nut locks the ball in place so it won't back off under vibration during hard use. The included 16mm thread reducers expand compatibility to metric-threaded shifter applications.

Note: This shift ball requires a shifter or shift handle with a 3/8"-16 thread pattern. It will not fit stock Ford shifters from 2007-2010 Mustangs, which use different thread patterns.

What's Included

• 6-speed black shift ball with MDL logo
• Molded-in brass threaded insert (3/8"-16)
• Jam nut for secure installation
• 16mm thread reducing inserts

Key Features

• Premium black polymer resin construction formulated for performance-level torque and temperature requirements
• White 6-speed shift pattern embedded subsurface - cannot wear off
• Universal 16mm x 1.5 internal thread accepts standard thread reducers (sold separately)
• 2-1/8" diameter provides comfortable grip and positive control
• High-impact polymer resin resists cracking and fading under extreme conditions
• Made in the USA by a manufacturer with over 70 years of shift knob expertise

Description

Shift knobs with painted or surface-applied graphics eventually fade, peel, and look worn out. This 6-speed black shift ball solves that problem with subsurface graphics that are embedded during manufacturing - the white shift pattern literally cannot wear off, no matter how many miles you put on it or how aggressively you shift.

The specially formulated high-impact polymer resin handles serious abuse. Unlike cheap plastic knobs that crack under temperature extremes or hard use, this material is engineered specifically for performance applications where torque loads and heat cycling push lesser materials past their limits. The 2-1/8" diameter strikes the right balance between palm-filling grip and nimble throws during spirited driving.

Designed with a universal 16mm x 1.5 internal thread, this shift ball works with Ford, GM/Chevy, and Mopar applications when paired with the appropriate thread reducer. Standard SAE sizes like 1/2"-20, 3/8"-16, and 7/16"-20, plus metric options from 8mm to 12mm, are all compatible with readily available brass thread adapters. If you're unsure what thread size is on your shift lever, MDL's tech team can help you identify the correct reducer - just call 208-453-9800.

Built in the USA by a manufacturer that has been shifting gears since 1952, this shift ball delivers the quality, precision, and durability that OEM, aftermarket, and custom builders have relied on for over seven decades.

What's Included

• (1) Black polymer resin shift ball with white 6-speed pattern
• 16mm x 1.5 internal thread (thread reducers sold separately)

Key Features

• 2-1/8" diameter for confident palm grip during aggressive shifting
• Clearly engraved 6-speed shift pattern for instant gear identification
• 16mm x 1.5 internal thread accepts MDL thread reducing inserts for universal fitment
• No push-button lockout for unrestricted, direct engagement
• Black finish complements classic and modern interiors

Description

Transmission swaps and shifter upgrades often leave you with a mismatch between your shift ball and your new lever's thread pitch. This 6-speed shift ball solves that problem with a 16mm x 1.5 internal thread that accepts MDL's complete line of thread reducing inserts. Whether you're adapting to Hurst's 3/8"-16 threads, Ford OE's 1/2"-20 threads, or metric pitches like 10mm-1.50 found on '83-'04 Mustang levers, one shift ball works across multiple builds.

The 2-1/8" diameter provides a substantial palm grip that gives you positive control during high-RPM shifts without feeling oversized. A clearly engraved 6-speed pattern keeps gear selection instinctive when you're focused on the track or the road ahead. Unlike push-button equipped balls that require an extra step to access reverse, this design offers unrestricted operation for drivers who prefer direct engagement.

The black finish offers a clean, understated look that works equally well in restored muscle cars and modern performance builds. Thread reducing inserts are sold separately, allowing you to select the exact thread pitch your shifter requires.

What's Included

• 6-speed pattern shift ball in black finish
• 2-1/8" diameter with 16mm x 1.5 internal threads

Note: Thread reducing inserts sold separately. See MDL thread reducer listings for available sizes including 3/8"-16, 3/8"-24, 1/2"-20, 8mm-1.25, 9mm-1.25, 10mm-1.50, 12mm-1.25, and 12mm-1.75.

Key Features

• 1-7/8" diameter high-gloss white shift ball with engraved 6-speed pattern
• Correct TREMEC T56 shift pattern: reverse to the right and up
• 3/8"-16 thread pattern with molded-in brass insert for durability
• High-strength polymer resin construction with MDL logo
• Includes jam nut for secure, rattle-free installation
• Made in the USA

Description

This white shift ball delivers the classic muscle car aesthetic that defined an era of American performance. The 1-7/8" diameter knob features high-gloss, high-strength polymer resin construction with the MDL logo—instantly recognizable to anyone who takes their drivetrain seriously.

The engraved inlaid shift pattern displays the correct 6-speed layout with reverse to the right and up, specifically designed for TREMEC T56 transmissions. This includes factory applications like 2003-2004 Cobras, 2007-2014 GT500s, and any Mustang running an aftermarket TREMEC T56. The contrasting engraved pattern provides clear visual reference during spirited driving.

Engineering details matter here: a molded-in brass thread insert ensures the 3/8"-16 threads won't strip or wear over time. Important fitment note—this knob requires a shifter or shift handle with 3/8"-16 threading. It will not fit stock shifters found in 2007-2010 Mustangs. You must have a Hurst shifter or compatible aftermarket handle that accepts this thread pattern.

The included jam nut locks the knob in position, eliminating loosening during hard shifts. Proudly made in the USA.

Kit Includes

• White high-gloss polymer resin shift ball with MDL logo
• Molded-in brass thread insert (3/8"-16)
• Jam nut

Key Features

• Subsurface 6-speed shift pattern permanently integrated into material - graphics cannot wear off, fade, or peel
• High-impact polymer resin engineered specifically for performance-level torque and temperature demands
• Universal 16mm x 1.5 internal threading accepts thread reducers for compatibility with virtually any shift lever
• 1-7/8" diameter provides substantial grip surface for positive engagement [VERIFY: Custom field shows 2-1/8in while description states 1-7/8in]
• Clean white finish with bold black 6-speed pattern graphics
• Made in the USA by a manufacturer producing shift knobs since 1952

Description

Put the correct gate positions right at your fingertips with this 6-speed shift knob. Whether you're learning a new transmission layout or making split-second shifts under pressure, the bold black shift pattern gives you instant visual reference without taking your eyes off the road. The graphics aren't a decal or printed surface - they're applied subsurface during manufacturing, making them permanently integrated into the knob material where they cannot wear off, fade, or peel regardless of use.

The polymer construction is engineered specifically for drivetrain duty. This specially formulated high-impact polymer resin is designed to meet performance-level torque and temperature requirements, handling the stress and heat cycles that come with hard shifting better than cheaper materials. The 1-7/8in diameter provides substantial surface area for a secure grip without being oversized or bulky.

Universal 16mm x 1.5 internal threading makes this knob compatible with virtually any shift lever when paired with the appropriate thread reducer (sold separately). Thread reducers allow adaptation to common metric sizes like 8mm, 10mm, and 12mm, as well as SAE thread pitches found on domestic Ford, GM, and Mopar applications. If you're unsure what thread size your shift lever uses, MDL's tech support can help you identify the correct adapter.

Manufactured in the USA by a company that's been producing quality shift knobs since 1952. Their commitment to quality, precision, and style has made them a trusted supplier to OEM, aftermarket, Classic, Custom, and Hot Rod industries. Compatible with Chevy, BOP (Buick/Oldsmobile/Pontiac), Ford, and Mopar transmissions when used with the appropriate thread reducer for your specific shift lever.

What's Included

• 1 white polymer shift knob with black 6-speed pattern
• 16mm x 1.5 female threading (thread reducer sold separately if needed)

Key Features

• Side-mounted push lock-out button prevents accidental reverse engagement
• High-impact polymer resin construction for durability under performance use
• 2-1/8" diameter with crisp black 6-speed shift pattern
• Universal 16mm x 1.50 thread pitch - requires thread reducing adapter for most applications
• Subsurface graphics resist wear and fading
• Made in the USA

Description

Eliminate accidental reverse engagement with this precision-engineered 6-speed shift ball featuring an integrated side-mounted push lock-out mechanism. The button requires deliberate activation to access reverse gear, preventing costly transmission damage during aggressive driving or high-stress shifting situations where a missed gate could spell disaster.

Constructed from high-impact polymer resin formulated for automotive performance applications, this shift ball delivers the durability needed for both track days and daily street driving. The 2-1/8" diameter provides an optimal grip size for quick, positive shifts, while the white finish with black 6-speed pattern offers a clean, classic look. The shift pattern graphics are embedded below the surface finish, ensuring they remain crisp and legible through years of hard use.

The universal 16mm x 1.50 thread pitch accommodates most manual transmission shifters when paired with the appropriate thread reducing adapter (sold separately). Compatible with Ford, GM/Chevy, and Mopar applications when used with the correct reducer for your specific shifter thread. Contact MDL at 208-453-9800 if you need help identifying the right adapter for your build.

What's Included

• 6-speed white polymer resin shift ball with side-mounted push lock-out
• 16mm x 1.50 threaded brass insert
• Jam nut for pattern orientation

Note: Thread reducing adapter required for most applications - sold separately.

Key Features

• Side-mounted push button lock-out prevents accidental reverse engagement during aggressive shifting
• 2-1/8 inch diameter polymer resin construction with black finish
• 16mm x 1.5 thread pitch - industry standard that accepts thread reducers for universal fitment
• Six-speed shift pattern for modern TREMEC and other 6-speed applications
• Made in the USA

Description

Anyone who has accidentally slotted reverse while reaching for fifth or sixth knows the sickening crunch that follows. This 6-speed shift ball eliminates that risk with a side-mounted push button lock-out that requires deliberate thumb action before reverse can be engaged - protecting your synchros and ring gear during spirited driving or track sessions.

The 2-1/8 inch diameter provides a substantial palm fill for confident, positive shifts, while the polymer resin construction resists heat absorption during extended driving. The black finish complements most performance interiors and stands up to years of hard use without showing wear.

This shift ball features a 16mm x 1.5 internal thread - the industry standard used by most aftermarket knobs. Since shift levers come in a variety of thread pitches (3/8-16, 3/8-24, 7/16-20, 1/2-20, 12mm x 1.25, and others), thread reducers are required to match your specific shifter. MDL stocks thread adapters for common applications - contact technical support with your shift lever thread size for the correct adapter recommendation.

What's Included

• One 6-speed black polymer resin shift ball with engraved shift pattern
• Side-mounted push button reverse lock-out mechanism
• Lifetime MDL technical support

Note: Thread reducer/adapter required for installation - sold separately. Contact MDL with your shift lever thread size for adapter recommendations.

Key Features

• Adapts 16mm metric threaded shift knobs to 3/8"-16 SAE shift levers
• Includes jam nut for secure, rattle-free installation
• Compatible with many Hurst shift lever applications using 3/8"-16 threads
• Lightweight design at just 2 ounces
• Allows retention of your favorite knob when swapping shifters or levers

Description

Mismatched threads shouldn't force you to abandon a favorite shift knob or settle for one you don't want. This thread reducing insert solves the common fitment problem between 16mm metric shift knobs and the 3/8"-16 SAE threads found on many Hurst shift levers. Whether you're keeping a beloved original knob during a drivetrain upgrade or installing a new 16mm metric knob on your existing Hurst shifter, this adapter delivers a precision fit without modification to either component.

The insert threads into your 16mm shift knob while presenting a 3/8"-16 male thread to mate with the shift lever. The included jam nut locks everything in place, preventing loosening or rotation during aggressive shifting. This simple, effective design weighs just 2 ounces—adding virtually no mass to your shifter assembly.

Fits many popular Hurst shift lever applications commonly found in classic muscle cars and performance builds, including '69-'81 Camaro, '53-'62 Corvette, '36-'46 and '67-'72 Chevy Truck, and '87-'95 Jeep Wrangler YJ. Perfect for TREMEC transmission swaps where you want to retain the original interior appearance or match a specific shift knob to your Hurst Competition/Plus or other 3/8"-16 threaded shifter.

What's Included

• Thread reducing insert (16mm female to 3/8"-16 male)
• Jam nut

Key Features

• Converts 16mm internal knob threads to 3/8-24 external threads for Lokar shift lever compatibility
• Includes jam nut to lock knob securely and prevent loosening during aggressive shifting
• Allows you to retain your favorite shift knob when upgrading to Lokar shifters
• Fits Jeep CJ5, CJ6, CJ7, CJ8 later models and 1936-1946 & 1967-1972 Chevy trucks
• Simple thread-in installation with no modifications required

Description

Upgrading to a Lokar shift lever on your TREMEC-equipped build but don't want to give up your favorite shift knob? This thread reducing insert solves the compatibility problem. Lokar shifters use 3/8-24 threads at the top of the lever, while many OEM and aftermarket shift knobs--including popular universal 16mm-threaded styles--won't thread directly onto that pattern. This insert bridges the gap, letting you mate a 16mm-threaded knob to your new Lokar lever.

The insert threads into the internal 16mm threads of your shift knob, presenting external 3/8-24 threads that mate directly to the Lokar lever. The included jam nut cinches down against the lever to lock the assembly in place, preventing the knob from backing off during spirited driving or repeated shifting. It's a small piece of hardware that makes a big difference when you're mixing and matching components to get exactly the look and feel you want in your build.

This reducer is a common solution for classic Jeep CJ5, CJ6, CJ7, and CJ8 later models, as well as 1936-1946 and 1967-1972 Chevy truck builds where Lokar shifters are installed on TREMEC T5, T45, T56, TKO, or TKX transmissions. If you've got a knob you love and a Lokar lever on the way, this is the adapter you need.

What's Included

• Thread reducing insert (16mm internal threads, 3/8-24 external threads)
• Jam nut

Key Features

• Direct bolt-on design for standard 2-bolt flange measuring 7/8-inch center to center
• 10-inch length billet aluminum construction with natural silver finish
• 3/8-16 thread for shift knob attachment with included jam nut
• Machined groove for secure boot attachment
• Machined billet steel mounting stud, drilled and countersunk for metric cap screws
• Manufacturer lifetime warranty
• Made in the USA

Description

Factory plastic shifter sticks flex under hard shifts and wear out over time, leaving you with a sloppy, imprecise feel that undermines the driving experience. This Lokar billet aluminum shift lever delivers the solid, precise feedback your manual transmission deserves. Direct bolt-on for TREMEC and Borg Warner manual transmissions, this lever fits stock and aftermarket 5- and 6-speed shifters without modification.

The 7/8-inch center-to-center 2-bolt flange ensures proper fitment on TREMEC T5, T45, TKO, and T56 Magnum transmissions. Billet aluminum construction eliminates flex while keeping weight down, and the machined groove provides a clean attachment point for your shifter boot. The machined billet steel mounting stud is drilled and countersunk to accept the included metric cap screws, giving you a professional installation that eliminates the loose feel of worn factory parts.

At 10 inches, this lever provides optimal reach and leverage for confident gear changes. The 3/8-16 thread at the top accepts most aftermarket shift knobs, and the included jam nut secures your knob in place. Clean lines and a natural silver finish complement any interior. Made in the USA with a manufacturer lifetime warranty.

What's Included

• 10-inch billet aluminum shift lever with natural silver finish
• Machined billet steel mounting stud
• Metric cap screws
• 3/8-16 jam nut
• Manufacturer lifetime warranty

Key Features

• Direct bolt-on compatibility - Fits TREMEC and Borg Warner T5, T45, and T56 transmissions with standard 7/8" center-to-center mounting holes
• Premium billet aluminum construction - Black anodized finish resists corrosion and delivers show-quality appearance
• Machined billet steel mounting stud - Superior strength compared to cast alternatives, drilled and countersunk for flush-mount cap screws
• 30-degree layback design - 5" back x 10" tall configuration positions the shift knob ergonomically for natural hand placement
• Standard 3/8"-16 knob threads - Compatible with most aftermarket shift knobs
• Complete hardware included - Metric cap screws included for immediate installation
• Lifetime warranty - Made in the USA by Lokar

Description

Replace your worn or missing factory shift lever with this precision-machined Lokar billet aluminum unit. Whether you're building a TREMEC swap that didn't come with a lever or upgrading a tired stocker with sloppy engagement, this black anodized shift lever delivers the crisp, solid feel your manual transmission deserves.

The engineering details set this lever apart from cheaper alternatives. Machined from solid billet aluminum rather than cast or stamped, the lever body eliminates flex under aggressive shifting. The billet steel mounting stud provides a rock-solid foundation that won't strip threads or crack under stress - a common failure point on lesser designs. Lokar drills and countersinks the mounting holes so the included metric cap screws sit flush, giving you a clean, professional appearance without exposed fastener heads.

The 30-degree layback bend positions the shift ball naturally where your hand expects it. At 10.4" overall length with a 5" back x 10" tall geometry, this lever places the knob in an ergonomic location that reduces fatigue during spirited driving or long cruises. The standard 3/8"-16 thread at the top accepts the vast majority of aftermarket shift knobs, so you can personalize the look to match your interior.

This lever fits all TREMEC and Borg Warner T5, T45, and T56 transmissions using the standard 2-bolt flange with 7/8" center-to-center bolt spacing. It works with both stock and aftermarket shifter assemblies. Made in the USA with Lokar's manufacturer lifetime warranty.

What's Included

• Black anodized billet aluminum shift lever (10.4" overall length, 30-degree layback design)
• Machined billet steel mounting stud
• Metric cap screws (drilled and countersunk)
• Lokar manufacturer lifetime warranty

Key Features

• Direct bolt-on compatibility with TREMEC T5, T45, T56, TKO-500, TKO-600, and all TREMEC/Borg Warner shifters with 7/8 in. center-to-center bolt spacing
• 10 in. overall length with 30-degree single bend geometry - 4 in. back, 9 in. tall
• High-strength tubular steel construction with chrome-plated finish
• Machined billet steel mounting stud, drilled and countersunk for included 3/8-24 socket head cap screws
• Standard 3/8-24 knob threads for universal shift knob compatibility
• Standard 2-bolt flange with 3/8 in. holes on 7/8 in. center-to-center spacing
• Lokar lifetime warranty
• Made in the USA

Description

When you need a precise, durable shift lever that delivers both performance and classic chrome aesthetics, this Lokar MSL603D shift lever is the solution. Built specifically for TREMEC and Borg Warner manual transmissions, these direct bolt-on tubular shifter levers are engineered for stock and aftermarket 5-speed and 6-speed applications.

The lever fits TKO-500, TKO-600, T5, T45, and T56 transmissions with the standard 2-bolt flange measuring 7/8 in. center-to-center with metric bolt holes. The machined billet steel mounting stud is countersunk for socket head cap screws, delivering a clean, smooth appearance while ensuring a secure, vibration-free connection to your transmission. The lever features a 3/8-24 thread for shift knob compatibility and maintains the precise geometry needed for optimal shift feel.

The 10-inch length with 30-degree single bend provides an ergonomic reach that works well in most applications, positioning the shift knob 4 inches back and 9 inches tall from the mounting point. The high-strength tubular steel construction handles the loads of aggressive shifting while the chrome finish resists corrosion and maintains its appearance over time.

Shift boots, bezels, and knobs are sold separately. Backed by Lokar's lifetime warranty and made in the USA.

What's Included

• Lokar MSL603D chrome tubular steel shift lever
• 3/8-24 socket head cap screws for installation
• Lifetime technical support

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

Shifter Boot | 1967-1968 Camaro | Manual Trans w/Console

Key Features

• Molded black rubber construction replicates original GM appearance and fitment
• Console-specific design for 1967-1968 Camaro manual transmission applications
• Compatible with all 3-speed and 4-speed transmissions (Saginaw or Muncie)
• Boot only - no bezel included

Description

Cracked, torn, or missing shifter boots let dirt, debris, and road noise into the cabin while making any interior look unfinished. This CHQ reproduction shifter boot restores proper fitment and factory appearance to 1967-1968 Camaro models equipped with a floor console and manual transmission.

Manufactured in quality molded rubber, this boot replicates the original GM design in both authenticity and fitment. The molded construction ensures a proper seal around the shifter opening while maintaining flexibility for smooth shifter operation. It works with all 3-speed and 4-speed manual transmissions, including Saginaw and Muncie units.

This console-specific boot is engineered to work with the factory shift boot retainer plate (sold separately). The durable rubber construction resists cracking and tearing while maintaining the flexibility needed for daily use. Whether you're restoring a numbers-matching classic or finishing a restomod build, this boot delivers the correct period-correct appearance your first-gen Camaro deserves.

What's Included

• One molded black rubber shifter boot

OEM Shifter Boot | 1967-1968 Camaro | Without Console

Key Features

• Molded rubber construction matches OEM texture and flexibility
• Direct fit for 1967-1968 Camaro 3-speed and 4-speed manual transmissions without center console
• Replaces original GM part number 3893853
• Correct configuration for authentic restoration fit and function
• Boot only - no bezel included

Description

Cracked, dry-rotted, or missing shifter boots are one of the most common issues on first-generation Camaros with manual transmissions. Beyond looking rough, a deteriorated boot allows dirt, debris, and road noise into the transmission tunnel and cabin. This OEM-specification replacement boot solves that problem with correct-configuration molded rubber that matches the original GM part in texture and fit.

Designed specifically for 1967-1968 Camaro floor shift models without a center console, this boot works with both 3-speed and 4-speed manual transmission applications. The precision-molded rubber construction replicates the original GM part number 3893853, making it the correct choice for period-accurate restorations or any build where authentic fitment matters. The rubber provides the right amount of tension around the shifter mechanism while sealing out contaminants.

This is a boot-only replacement - no bezel is included. Installation is straightforward for anyone doing interior work on a first-gen Camaro. If your car has a center console, this is not the correct boot for your application.

What's Included

• 1x OEM-specification molded rubber shifter boot

Key Features

• Die-cast construction replicates factory manufacturing for authentic appearance and durability
• Specific fitment for 1967-1968 Camaro models with manual transmission and no center console
• Complete kit includes mounting screws and backing plate for straightforward installation
• Chrome finish with black matte center matches original factory appearance
• Works with both 3-speed and 4-speed manual transmission shifters

Description

First-gen Camaro builds without a center console require a specific floor-mounted shift plate that frames the shifter and secures the boot to the floor pan. Original plates are often cracked, corroded, or missing entirely after decades of use and abuse. This die-cast reproduction shift plate bezel restores the factory look to your '67-'68 Camaro's interior while providing the solid mounting platform your shifter needs.

Die-cast construction matches the original GM manufacturing process, delivering the correct weight, surface texture, and mounting geometry that stamped or injection-molded alternatives can't replicate. The chrome finish with black matte center section provides show-quality appearance that's correct for restoration builds or clean enough for restomod interiors.

Unlike loose-kit alternatives that leave you hunting for hardware, this shift plate comes complete with the mounting screws and backing plate needed for a proper installation. The backing plate serves as a boot retainer, securing your shift boot cleanly to the floor while providing structural support to prevent the bezel from flexing under shifter loads.

This bezel fits all 1967-1968 Camaro models equipped with manual transmissions (3-speed or 4-speed) that were not optioned with the center console package. It's the correct choice for base Camaros, SS models, and Z/28s that came from the factory without a console, as well as TREMEC swap builds that need a factory-correct shift plate surround.

What's Included

• Die-cast chrome shift plate bezel with black matte center finish
• Mounting screws
• Backing/retainer plate for shift boot installation

Key Features

• Officially Licensed GM Restoration Parts - authentic reproduction approved by General Motors
• Show quality chrome finish with correct bonded matte black inlay matching factory original specifications
• Precision die-cast construction for proper weight, feel, and long-term durability
• Direct bolt-in replacement maintaining original dimensions and mounting points
• Fits 1967 Camaro/Firebird and 1968-1974 Nova console applications

Description

Years of shifter operation and console wear take their toll on factory shift plates, leaving them scratched, faded, or cracked beyond acceptable condition. Whether you're chasing concours-correct restoration or simply want your console to look right again, this die-cast reproduction delivers the authentic appearance and build quality your GM muscle car deserves.

As an Officially Licensed GM Restoration Part, this shift plate is manufactured to meet General Motors' quality and authenticity standards. The die-cast construction replicates the proper heft and rigidity of the original, while the show quality chrome finish and correct bonded matte black inlay match factory specifications exactly. This isn't a cheap stamped piece - it's a highly accurate reproduction engineered for vehicles where authenticity matters.

Dimensionally correct mounting holes and overall sizing ensure this plate drops directly into your existing console without modification. Designed specifically for 1967 Camaro and Firebird models as well as 1968-1974 Nova applications, it's the right choice for restoration projects, driver-quality upgrades, or replacing a damaged original.

What's Included

• Die-cast shift plate with chrome finish and bonded matte black inlay

Key Features

• Die-cast chrome-plated construction with raised numbers and shift pattern for OE quality and appearance
• Authentic TREMEC T56 6-speed shift pattern (reverse right of 5th) over matte black background
• Correct OEM size, font, and style - matches original Camaro 4-speed emblem proportions
• Self-adhesive backing for quick installation on console or any flat surface
• Includes removable locating pins for OE-style mounting or custom applications
• Weight: 4 ounces

Description

When you swap a TREMEC T56 6-speed into your first-gen Camaro, the original 4-speed shift pattern emblem on the console suddenly becomes misinformation. This die-cast console emblem solves that problem with a proper 6-speed pattern that matches the T56 gate layout - including reverse positioned to the right of 5th gear, exactly where TREMEC placed it.

This is not a cheap printed sticker. It is a heavy die-cast chrome-plated emblem with raised numbers and shift pattern over a matte black background - the same construction method GM used on the original 4-speed console trim. The size, font, and styling match the factory Camaro emblem, so your interior maintains that OE look while accurately displaying your upgraded drivetrain.

Installation is straightforward: peel the self-adhesive backing and press onto your console or any flat mounting surface. The emblem includes the same locating pins found on the original 4-speed units for those with factory pin holes, but they can be easily removed for custom applications. Note: This emblem displays the TREMEC T56 pattern only and is not compatible with Richmond 6-speed transmissions, which use a different shift gate layout.

What's Included

• One die-cast chrome 6-speed shift pattern emblem with matte black background
• Self-adhesive backing (pre-applied)
• Removable locating pins (matching original 4-speed style)

Key Features

• Converts Ford-style slip-in speedometer drive to GM 7/8" threaded cable connection
• Fits Ford T5, all 3550/TKO transmissions, Ford T56 with cable drive, and all TREMEC Magnum six-speeds
• Double O-ring seal at the transmission case plus internal seal to prevent fluid leaks
• Steel construction for accurate readings and long service life
• Eliminates the need for expensive custom speedometer cables

Description

TREMEC T56 Magnum, TKX, and TKO transmissions all use a Ford-style mechanical speedometer drive, which creates a compatibility problem for GM muscle cars and hot rods equipped with traditional GM speedometers and 7/8" threaded cables. Rather than sourcing an expensive custom cable, this adapter assembly converts the Ford slip-in driven gear interface to accept a standard GM threaded speedometer cable directly.

The adapter features a double O-ring seal at the transmission case opening combined with an internal seal where the cable attaches. This dual-seal design addresses a common complaint with lesser adapters that allow transmission fluid to leak through the cable attachment point. Steel construction ensures the drive spindle maintains accuracy and durability under demanding conditions.

Installation is straightforward: the adapter inserts into the transmission's speedometer housing where the driven gear normally sits, and your existing GM speedometer cable threads onto the adapter's external 7/8" fitting. This assembly fits Ford T5, all 3550/TKO variants, Ford T56 transmissions with cable drive, and all TREMEC Magnum six-speed transmissions. Note that speedometer driven gears and retaining clips are sold separately and must be matched to your tire size and rear axle ratio for accurate speedometer readings. Made internationally.

What's Included

• Speedometer cable adapter assembly with steel drive spindle
• Full manufacturer's warranty

Key Features

• Converts Ford slip-in speedometer drive to GM 7/8" threaded cable connection
• Double O-ring seal system prevents transmission case leakage at the housing
• Internal seal stops fluid from traveling up the speedometer cable
• Swiss steel drive spindle delivers superior strength and accuracy
• Billet housing with naval brass bushing for smooth, long-lasting operation
• One-piece design eliminates multiple failure points found in cheaper adapters
• Made in the USA

Description

TREMEC T-56 Magnum, TKX, TKO, and T5 transmissions use a Ford-based mechanical speedometer drive, which creates a problem when you're running a GM chassis with a 7/8" threaded speedometer cable. Without an adapter, you're stuck either fabricating a custom cable or dealing with a leak-prone import solution that fails at the worst possible time.

This precision-machined adapter is engineered to eliminate the chronic leakage issues that plague cheaper alternatives. The double O-ring seal system addresses leaks at the transmission case opening, while a dedicated internal seal prevents fluid from wicking up through the cable attachment point—a common failure mode on single-seal designs. The Swiss steel drive spindle provides extra strength and accuracy for consistent speedometer readings over the life of the build.

The billet housing paired with a naval brass bushing ensures smooth cable rotation and extended service life, even in high-vibration environments. The one-piece construction eliminates the potential leak paths and wear points found in multi-piece adapter assemblies.

Fits Ford T5, all 3550/TKO models, TKX, Ford T56 with cable drive, all TREMEC Magnum six-speeds, and Ford three- and four-speed transmissions. Made in the USA with full warranty coverage.

Kit Includes

• Billet speedometer cable adapter housing
• Swiss steel drive spindle
• Naval brass bushing
• Dual O-ring seals for transmission case
• Internal cable seal
• Full manufacturer's warranty

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

• Tin-plated brass terminals for corrosion resistance and reliable signal transmission
• Compatible with Ford VSS connector style used in 1987-1995 Mustangs
• Works with Ford and GM TREMEC Magnum two-wire analog OSS output
• Fits Ford TKO/TKO 500-600, TKX, and T45/3650 transmissions
• Two-wire design matches OE Ford VSS signal format

Description

When you install a TREMEC transmission in your build, you need a clean way to send speed data to your electronic speedometer or ECU. This harness provides the critical link between your transmission's output speed sensor (OSS) and your vehicle's existing Ford-style VSS wiring. It's designed specifically for the two-wire analog speed sensor output found on Ford and GM TREMEC Magnum transmissions, as well as Ford TKX, TKO, and T45/3650 units.

The terminals are constructed from tin-plated brass, which resists corrosion and maintains solid electrical contact even in harsh underhood environments. This matters because intermittent speed signals cause erratic speedometer readings and can throw off ECU calculations that rely on vehicle speed data. The Ford VSS connector style was used across a wide range of 1987-1995 Ford vehicles, making this harness the right choice when you're tying into an existing Ford wiring harness or EFI system from that era.

This harness is the simple, direct solution for builders running electronic speedometers with TREMEC 5- and 6-speed transmissions. Whether you're completing a resto-mod Mustang with modern gauges or wiring a GM-pattern Magnum into a classic muscle car, this connector eliminates guesswork and custom splicing.

What's Included

• Electronic speedometer harness with tin-plated brass terminals
• Ford VSS-style two-wire connector

Key Features

• Microprocessor-controlled lockout system prevents accidental reverse engagement above approximately 5 MPH
• Six-wire harness with integrated inline fuse for complete installation
• Universal fitment for all T56, T56 Magnum, and TR6060 transmissions
• Weather-resistant construction - interior mounting recommended for maximum longevity
• Two dedicated wires for solenoid output control
• Two wires for VSS (vehicle speed sensor) signal input
• Switched power and ground connections included
• Eliminates need for brake light switch or manual button workarounds
• Factory-like speed-based operation without requiring an OEM computer

Description

When you swap a TREMEC T56, T56 Magnum, or TR6060 into a classic or performance build, you lose the factory computer's ability to control the reverse lockout solenoid. Without proper control, the transmission becomes prone to inadvertent grinding into reverse gear while attempting to shift into 5th - a common problem since these gears are located very close to each other in the shift pattern. Manual workarounds like wiring to the brake light switch create their own problems: you can step on the brake at highway speed and still accidentally engage reverse.

This Reverse Lockout Control Module solves the problem with intelligent speed-based control. The heart of this module is a microprocessor that continuously monitors vehicle speed through the VSS signal. At low vehicle speeds, the reverse lockout solenoid is energized, retracting the blocking pin and allowing you to shift smoothly into reverse. Above approximately 5 MPH, the module de-energizes the solenoid, locking out reverse gear access and preventing costly transmission damage from an accidental shift. This creates factory-like operation without the need for an OEM PCM or ECM.

The six-wire harness simplifies installation with dedicated circuits: two wires for switched power and ground, two wires for VSS signal input from the transmission speed sensor, and two wires for solenoid output. The integrated inline fuse protects the circuit. While the module features weather-resistant construction, mounting inside the vehicle interior is recommended for maximum longevity. The system requires no special programming or calibration - wire it up and it works.

This module is essential for any T56-family transmission swap where the factory computer control is unavailable. It controls the reverse lockout solenoid found on all Borg Warner and TREMEC T56, Magnum, and TR6060 transmissions, restoring the safety and convenience of proper reverse lockout operation that these transmissions were designed to have.

What's Included

• Reverse lockout control module with microprocessor
• Six-wire harness with color-coded leads
• Inline fuse
• Installation instructions
• MDL lifetime technical support

Key Features

• Factory-style 2-wire connector plugs directly into T56 reverse lockout solenoid
• Pre-wired pigtail eliminates custom splicing and unreliable field connections
• Compatible with TREMEC T56 6-speed transmissions
• Essential for wiring to aftermarket reverse lockout control modules, brake switches, or manual toggles

Description

The TREMEC T56 6-speed uses a reverse lockout solenoid to prevent accidental shifts into reverse while attempting to engage 5th gear--a real concern because reverse and 5th are positioned dangerously close in the shift gate. When swapping a T56 into a classic vehicle originally equipped with a T5, T45, or older 4/5-speed transmission, the factory electronics lack support for this solenoid, leaving builders without a clean way to wire the lockout system.

This pre-wired solenoid harness provides the electrical connection your reverse lockout needs. The factory-style connector snaps directly onto the solenoid mounted on the transmission case, eliminating the guesswork and potential wiring errors that come with spliced connections. The solenoid operates simply: when energized at low vehicle speeds, the lockout retracts to allow reverse engagement; de-energized at higher speeds, it mechanically blocks the shift gate from entering reverse.

Use this harness to connect the solenoid to an aftermarket reverse lockout control module (speed-based), a brake pedal switch circuit, or a manual dashboard toggle. The harness gives you the clean starting point you need for whatever activation method you choose--just run your control wiring to this pigtail and plug into the transmission.

Compatible with all TREMEC T56 6-speed transmissions. A simple, inexpensive component that prevents frustrating wiring headaches during your swap or build.

Kit Includes

• Pre-wired 2-wire electrical harness with factory-style solenoid connector

Key Features

• Integrates reverse lockout control, dual VSS outputs, and reverse light wiring into one harness
• Speed-based reverse lockout: locked above 4 MPH, unlocked at 0-3 MPH (user-adjustable via app)
• Dual independent speed sensor outputs with customizable pulse counts (default: 40-pulse and 16-pulse)
• Bluetooth-enabled epoxy-sealed controller mounts to existing VSS bolt
• Square wave output: -5V to +5V standard, auto-shifts to 0V to +10V for positive-only ECM inputs
• Replaces up to 5 separate components previously required for full functionality
• Free iOS and Android app for complete signal customization
• Compatible with Classic Instruments, Auto Meter, Dakota Digital, and GM Connect & Cruise packages

Description

Converting to a TREMEC 6-speed Magnum means wiring three critical electrical functions: the vehicle speed sensor, reverse lockout solenoid, and reverse lights. Traditionally, this required up to five separate components—signal converters, lockout controllers, pigtails, and individual harnesses—all needing integration. The Bowler 3-in-1 Harness consolidates everything into a single pre-wired solution with an intelligent, Bluetooth-configurable controller.

The T56 Magnum and TR6060 place reverse gear dangerously close to 5th gear, creating real potential for accidental engagement at highway speed. The reverse lockout solenoid uses a spring-loaded pin to resist shifts into reverse when de-energized. Most DIY wiring ties the solenoid to the brake light switch—a flawed approach since braking at speed still allows reverse engagement. This harness uses speed-based control like the OE system: the lockout engages above 4 MPH and releases only when the vehicle slows to 0-3 MPH. These thresholds are fully adjustable through the free smartphone app.

The dual speed sensor outputs solve one of the most frustrating wiring challenges in modern builds. Your ECM may need a different signal than your electronic speedometer or cruise control, forcing multiple converters. This harness provides two completely independent outputs—each calibrated separately with any pulse count and ratio you need. The outputs generate a square wave signal from approximately -5V to +5V, and automatically shift to 0V to +10V when your ECM requires a positive-only input. Works seamlessly with popular gauges from Classic Instruments, Auto Meter, and Dakota Digital.

The compact epoxy-sealed controller mounts directly to the VSS output using the existing bolt—no additional mounting hardware or locations needed. Power comes from a switched +12V circuit with ground to the negative battery post or engine block. This harness fits Ford & GM Standard T56 Magnum and Ford TR6060 transmissions. Note: Does not work with 2019 and newer Mustang ECM (Wavelength system).

What's Included

• Epoxy-sealed Bluetooth controller module
• Pre-wired harness with VSS connector
• Reverse lockout solenoid wiring and connector
• Dual vehicle speed sensor output leads (pre-set 40-pulse and 16-pulse)
• Reverse light activation wire
• Protective wiring loom
• Mounting hardware for VSS bolt installation
• Installation instructions and app guide
• Free iOS/Android Bowler app download

Key Features

• Tin-plated brass terminals for corrosion resistance and reliable signal transmission
• Compatible with Ford VSS connector style used in 1987-1995 Mustangs
• Works with Ford and GM TREMEC Magnum two-wire analog OSS output
• Fits Ford TKO/TKO 500-600, TKX, and T45/3650 transmissions
• Two-wire design matches OE Ford VSS signal format

Description

When you install a TREMEC transmission in your build, you need a clean way to send speed data to your electronic speedometer or ECU. This harness provides the critical link between your transmission's output speed sensor (OSS) and your vehicle's existing Ford-style VSS wiring. It's designed specifically for the two-wire analog speed sensor output found on Ford and GM TREMEC Magnum transmissions, as well as Ford TKX, TKO, and T45/3650 units.

The terminals are constructed from tin-plated brass, which resists corrosion and maintains solid electrical contact even in harsh underhood environments. This matters because intermittent speed signals cause erratic speedometer readings and can throw off ECU calculations that rely on vehicle speed data. The Ford VSS connector style was used across a wide range of 1987-1995 Ford vehicles, making this harness the right choice when you're tying into an existing Ford wiring harness or EFI system from that era.

This harness is the simple, direct solution for builders running electronic speedometers with TREMEC 5- and 6-speed transmissions. Whether you're completing a resto-mod Mustang with modern gauges or wiring a GM-pattern Magnum into a classic muscle car, this connector eliminates guesswork and custom splicing.

What's Included

• Electronic speedometer harness with tin-plated brass terminals
• Ford VSS-style two-wire connector

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

• Bolt-in installation using factory frame mounting locations--no cutting or welding required
• Slim profile design engineered for aftermarket exhaust clearance
• Black powder coat finish for corrosion resistance
• Compatible with stock subframes and DSE (Detroit Speed Engineering) subframes
• Fits Small Block Chevy and LS engines in factory location
• Lightweight construction at just 10.6 lbs
• Dimensions: 34.0" depth x 11.5" width x 8.0" height

Description

Swapping a TREMEC T56 Magnum 6-speed into your first-gen F-body or X-body is one of the smartest upgrades you can make--700 lb-ft of torque capacity in a modern, smooth-shifting package. But the factory crossmember wasn't designed for it, which leaves you fabricating or hunting for a proper mounting solution. This crossmember solves that problem with a purpose-built, bolt-in design specifically engineered for the T56 Magnum in 1967-1969 Camaro and Firebird applications, plus 1968-1972 Nova.

The slim profile was designed with real-world builds in mind. Aftermarket exhaust systems--headers, X-pipes, and mandrel-bent setups--demand clearance that bulky crossmembers can't provide. This design threads the needle, giving you room for your exhaust without compromising transmission support. The black powder coat finish protects against corrosion, so it'll look as good under the car as the day you bolted it in.

Installation uses your existing factory frame mounting points, so you get a clean, reversible install with no cutting, welding, or permanent modifications to your classic. The crossmember works with both stock subframes and Detroit Speed Engineering aftermarket subframes, making it compatible with a wide range of builds. Note that this crossmember is designed for Small Block Chevy and LS engines in the factory engine position--it will not work with setback motor mounts that alter the engine's fore-aft location.

Kit Includes

• T56 Magnum transmission crossmember with black powder coat finish
• Mounting hardware
• Installation instructions

Key Features

• Precision-welded steel construction for maximum strength and durability
• Three-hole mounting pattern for secure attachment to GM-style crossmembers
• Compatible with GM T5 and MDL Front-Shift T5 transmissions
• Protective coating resists corrosion in harsh underbody environments
• Rubber contact pad isolates drivetrain vibration
• Requires MD-201-Mount 1102 hardware kit (sold separately)

Description

Maintaining the correct driveline angle between your transmission and driveshaft is critical for smooth operation and component longevity. This GM & Front-Shift T5 Transmission Mount provides the secure, vibration-damping connection point your drivetrain demands, whether you're running a factory GM T5 or MDL's specialized Front-Shift T5 conversion.

Built from precision-welded steel and finished with a durable protective coating, this mount handles transmission loads while shrugging off road grime, moisture, and corrosion. The integrated rubber contact pad isolates vibration, keeping NVH out of the cabin and reducing stress on surrounding components. The three-hole mounting pattern ensures proper load distribution and secure positioning on GM-style crossmembers and tail housings.

This mount is engineered specifically for GM-pattern tail housings and MDL's popular Front-Shift T5 tailhousing conversions, making it the ideal choice for builders working with either configuration. The robust construction eliminates flex under load, protecting your transmission investment and ensuring consistent driveline geometry.

Complete your installation with the MD-201-Mount 1102 hardware kit, sold separately.

Kit Includes

• One precision-welded steel transmission mount with protective coating
• Bonded rubber contact pad for vibration isolation

Note: MD-201-Mount 1102 hardware kit required for installation, sold separately.

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

• 31-spline internal configuration - matches TREMEC TKX, TKO, and Magnum output shafts
• 1330 series u-joint dimensions (3-5/8" width x 1-1/16" cap diameter) - proven balance of strength and driveline angle capability
• D550 ductile iron construction - forged for high tensile strength and durability
• Outside snap ring retention - secure, serviceable u-joint mounting without special tools
• Direct fit for TKX, TKO, Magnum, some T56, C6, and FMX transmissions
• Made by Neapco - trusted OE supplier quality built to factory standards

Description

Converting to a TREMEC TKX, TKO, or Magnum often means your factory slip yoke is no longer up to the task. The increased torque from a modern 5-speed or 6-speed manual transmission demands a properly matched slip yoke that can handle the load without becoming a weak link in your driveline. This 31-spline slip yoke solves that problem with the proven 1330 series dimensions and D550 ductile iron construction.

The forged steel construction provides the tensile strength needed for high-torque applications while maintaining the precise tolerances required for smooth, vibration-free operation. The 1330 series u-joint dimensions - 3-5/8" overall width with 1-1/16" bearing caps - deliver more driveline angle capability than the smaller 1310 series while keeping overall packaging compact. Outside snap rings secure the u-joint caps, making future service straightforward without specialized tools.

The 31-spline internal configuration directly matches the output shaft splines on TREMEC TKX, TKO, and Magnum transmissions, as well as some T56 variants, Ford C6 automatics, and FMX transmissions. Built by Neapco to OEM standards, this slip yoke bridges the gap between your transmission upgrade and your existing driveshaft, accepting standard 1330-series u-joints for flexibility in choosing greaseable or sealed units based on your application.

What's Included

• 31-spline slip yoke, D550 ductile iron forged steel construction

Note: U-joint sold separately. See related products for compatible 1330 series u-joints with 1-1/16" caps. [VERIFY: Product description states "with a 1330 U-joint and 1-1/16in. cups" suggesting u-joint is included, but "Kit Includes" is not explicitly listed on product page. Also, MDL specs page shows "1-1/8" Driveline U-Joint Cap Size" while description states 1-1/16" - confirm correct cap size and whether u-joint is pre-installed.]

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