TREMEC TKX 5-Speed Transmission | GM | 2.87 First Gear | 0.68 Overdrive

Key Features

• 600 lb-ft torque capacity with 7,500 RPM shift capability and 8,000 RPM engine speed rating
• Gearing ratio (2.87, 1.89, 1.28, 1.00, 0.68) - deep overdrive drops highway RPM for improved cruising
• 26-spline input shaft (1-1/8 in. diameter) and 31-spline output shaft for added strength
• Compact end-loaded aluminum case fits most GM tunnels without floor modifications
• Ribbed 3-piece housing (main case, intermediate plate, rear extension) for structural stiffness
• Multi-cone synchronizers with sintered carbon/bronze hybrid rings for smooth high-RPM shifts
• ASTM 4615 special-grade steel gears and shafts with caged needle bearings in all gear positions
• GM Muncie bellhousing bolt pattern - direct swap for 3-speed and 4-speed applications
• GM 0.590-inch pilot tip with 1.375-inch OD throwout bearing guide tube
• Built-in reverse light switch and cruise control safety switch
• Dual speedometer outputs: mechanical 7-tooth Ford gear (adaptable to GM) plus OSS two-wire analog sensor
• 99 lbs dry weight; 2.7-quart fluid capacity
• High-performance short-throw billet aluminum shifter included
• Shifter Stub Location: center line, 19.52” back from the bellhousing face

Description

When you need serious torque capacity and crisp shifts in a package that fits classic GM muscle cars without floor surgery, the TREMEC TKX delivers. This all-new 5-speed was designed, tested, and built specifically for the aftermarket - not adapted from OEM production. The result is a transmission purpose-built for Chevelles, GTOs, Cutlasses, Novas, Camaros, and other GM A-bodies with a compact, end-loaded case design that clears most factory transmission tunnels without modifications.

The TCET17805 gear set pairs a 2.87 first gear for strong, manageable launches with a deep 0.68 overdrive that significantly reduces highway RPM for improved fuel economy and reduced engine wear. All gears and shafts are manufactured from ASTM 4615 special grade steel, while the robust internal three-rail shift system with steel shift forks ensures precise engagement through all five gears. Superior shift-ability comes from multi-cone synchronizers and hybrid synchronizer rings made of sintered bronze and carbon, allowing confident shifts at engine speeds up to 7,500 RPM.

TREMEC engineers optimized the TKX's three-piece ribbed aluminum housing for structural stiffness while minimizing noise, vibration, and harshness. Tapered roller bearings on the input, output, and counter shafts reduce noise and improve durability, while caged needle bearings support all gear positions to reduce end play. Oversized gear widths increase gear life and torque capacity, and gaskets at all flanges eliminate fluid leaks and simplify installation.

The TKX bolts directly to standard GM Muncie bellhousings, making it a direct replacement for 3-speed and 4-speed Muncie transmissions. The 26-spline input shaft requires a matching clutch disc, while the 31-spline output shaft provides increased strength for high-torque applications. Includes a high-performance short-throw billet aluminum shifter that isolates road noise while delivering clean, crisp shifts. Like all TREMEC aftermarket transmissions, the TKX is made from 100% brand-new OEM-quality components. When purchased as part of an MDL complete conversion package, you receive an extended manufacturer warranty plus lifetime technical support.

Kit Includes

• TREMEC TKX 5-speed transmission (TCET17722) with 2.87/1.89/1.28/1.00/0.68 gear ratios
• High-performance short-throw billet aluminum shifter
• Gaskets for all mating surfaces
• Built-in reverse light switch (left side)
• Built-in cruise control safety switch (right side)
• Mechanical speedometer drive gear (7-tooth Ford pattern, adaptable to GM)
• OSS two-wire analog speedometer sensor
• MDL extended warranty: manufacturer warranty plus 1 additional year with 1-year grace period
• Lifetime technical support

TREMEC GM TKX Road Race 5-Speed | 2.87 First, 0.81 OD

Key Features

• 600 lb-ft torque capacity with 7,500 RPM shift capability and 8,000 RPM engine speed rating
• Close-ratio gearing (2.87, 1.89, 1.28, 1.00, 0.81) balances strong launches with relaxed highway cruising
• 26-spline input shaft (1-1/8 in. diameter) and 31-spline output shaft for added strength
• Compact end-loaded aluminum case fits most GM tunnels without floor modifications
• Ribbed 3-piece housing (main case, intermediate plate, rear extension) for structural stiffness
• Multi-cone synchronizers with sintered carbon/bronze hybrid rings for smooth high-RPM shifts
• ASTM 4615 special-grade steel gears and shafts with caged needle bearings in all gear positions
• GM Muncie bellhousing bolt pattern - direct swap for 3-speed and 4-speed applications
• GM 0.590-inch pilot tip with 1.375-inch OD throwout bearing guide tube
• Built-in reverse light switch and cruise control safety switch
• Dual speedometer outputs: mechanical 7-tooth Ford gear (adaptable to GM) plus OSS two-wire analog sensor
• 99 lbs dry weight; 2.7-quart fluid capacity
• High-performance short-throw billet aluminum shifter included
• Shifter Stub Location: 19.52” back from the bellhousing face with No Offset

Description

When your classic GM muscle car is making north of 400 horsepower and that antiquated 4-speed is holding you back, the TREMEC TKX delivers the overdrive upgrade you need. Unlike transmissions repurposed from OEM applications, the TKX was designed, tested, and built from the ground up specifically for the aftermarket. The result is a purpose-built 5-speed that combines universal packaging with the durability and shift quality that high-horsepower restomods demand.

The engineering focus shows in every component. All gears and shafts are machined from special-grade ASTM 4615 steel for increased torque-carrying capacity. Sintered carbon/bronze hybrid triple-cone synchronizers deliver smooth, precise shifts even at 7,500 RPM. The gear layout is optimized to minimize noise, vibration, and harshness while oversized gear widths and caged needle bearings in all gear positions maximize durability. A ribbed three-piece aluminum housing provides outstanding structural stiffness while keeping weight down to just 99 lbs dry.

The compact end-loaded case design clears most GM A-body transmission tunnels without cutting - Chevelle, GTO, Cutlass, Nova, and Camaro applications typically bolt right in. Three shifter positions offer flexibility for factory console alignment, and the low-profile shifter plate keeps everything tight. This close-ratio 2.87:1 first gear with 0.81:1 overdrive fifth provides strong acceleration while dropping highway RPM for comfortable cruising and improved fuel efficiency.

Bolts directly to existing GM Muncie bellhousings or Quicktime SFI-approved bellhousings. The GM-pattern input features a 0.590 in. pilot tip and 1.375 in. OD throwout bearing guide tube. Gaskets at all mating surfaces eliminate fluid leaks and simplify installation. MDL backs every transmission with an extended warranty and lifetime technical support.

Kit Includes

• TREMEC TKX 5-speed transmission assembly (TCET17722)
• High-performance short-throw billet aluminum shifter
• Reverse light switch (built-in, left side of case)
• Cruise control safety switch provision (right side of case)
• Mechanical speedometer drive gear (7-tooth Ford style, adaptable to GM)
• Electronic speedometer sensor (OSS two-wire analog)
• Gaskets at all mating surfaces
• MDL extended warranty and lifetime technical support

Specifications

TREMEC GM TKX 5-Speed | 3.27 First, 0.72 Overdrive

Key Features

• 600 lb-ft torque capacity with 7,500 RPM shift capability and 8,000 RPM engine speed rating
• Close-ratio gearing (3.27, 1.98, 1.34, 1.00, 0.72) balances strong launches with relaxed highway cruising
• 26-spline input shaft (1-1/8 in. diameter) and 31-spline output shaft for added strength
• Compact end-loaded aluminum case fits most GM tunnels without floor modifications
• Ribbed 3-piece housing (main case, intermediate plate, rear extension) for structural stiffness
• Multi-cone synchronizers with sintered carbon/bronze hybrid rings for smooth high-RPM shifts
• ASTM 4615 special-grade steel gears and shafts with caged needle bearings in all gear positions
• GM Muncie bellhousing bolt pattern - direct swap for 3-speed and 4-speed applications
• GM 0.590-inch pilot tip with 1.375-inch OD throwout bearing guide tube
• Built-in reverse light switch and cruise control safety switch
• Dual speedometer outputs: mechanical 7-tooth Ford gear (adaptable to GM) plus OSS two-wire analog sensor
• 99 lbs dry weight; 2.7-quart fluid capacity
• High-performance short-throw billet aluminum shifter included
• Shifter Stub Location: 19.52” back from the bellhousing face

Description

When your four-speed can't keep up with modern horsepower levels and you need a five-speed that actually fits, the TREMEC TKX delivers. This transmission was designed from the ground up specifically for the aftermarket - not adapted from an OE application - with classic muscle car tunnels in mind. The end-loaded case design provides superior tunnel clearance without the floor cutting that other swaps require, making it a true drop-in solution for GM A-bodies like the Chevelle, GTO, Cutlass, Nova, and Camaro.

This wide-ratio version pairs a deep 3.27 first gear for aggressive launches with a 0.72 overdrive fifth that drops highway RPM significantly - the ideal combination for street performance builds where you want strong acceleration off the line without sacrificing cruising comfort. All gears and shafts are machined from special grade steel (ASTM 4615) for increased torque carrying capacity, and tapered roller bearings on the input, output, and countershafts reduce noise while improving durability. The hybrid triple cone synchronizers - combining sintered carbon and bronze materials with a non-leading tooth profile - deliver smooth, positive shifts even at high RPM.

The TKX bolts directly to GM 3-speed and 4-speed Muncie/Richmond bellhousings, using the same mounting points as your factory transmission. The 26-spline input shaft accepts GM-pattern clutch discs, while the beefy 31-spline output shaft handles the transmission's full 600 lb-ft rating. A 0.590-inch pilot tip and 1.375-inch OD throwout bearing guide tube maintain GM compatibility throughout the drivetrain.

Every TKX ships with the high-performance short-throw billet aluminum shifter, reverse light switch (left side), and cruise control safety switch provision (right side). Recommended fluid is Dexron III ATF, Amsoil ATF, TREMEC HP-MTF, or Mobil 1 Synthetic ATF - capacity is 2.7 quarts. Built by TREMEC from 100% brand-new OEM-quality components, backed by MDL's extended warranty and lifetime technical support.

What's Included

• TREMEC TKX 5-speed transmission (TCET18083) with 3.27/1.98/1.34/1.00/0.72 gear ratios
• High-performance short-throw billet aluminum shifter
• Gaskets for all mating surfaces
• Built-in reverse light switch (left side)
• Built-in cruise control safety switch (right side)
• Mechanical speedometer drive gear (7-tooth Ford pattern, adaptable to GM)
• OSS two-wire analog speedometer sensor
• MDL extended warranty: manufacturer warranty plus 1 additional year with 1-year grace period
• Lifetime technical support

Key Features

• SFI 6.1 certified steel construction - required for 11.49-second ET and faster applications
• Spun cone design (not rolled or stamped) for maximum dimensional stability
• High-grade steel work-hardens to over 80,000 PSI tensile strength
• Over 2x the strength of other steel bellhousings
• 6.300-inch depth with 4.685-inch transmission bore
• Accepts 164-tooth flywheel and up to 11-inch clutch diameter
• Designed for hydraulic clutch release
• Patent pending on 16 points of bellhousing design and process
• 22 pounds - lightweight for steel scattershield protection
• 100% built in the USA

Description

When your AMC V8 build demands the ultimate in strength and precision, this QuickTime steel bellhousing delivers the performance that racers and serious enthusiasts depend on. SFI 6.1 certification makes it legal for NHRA and IHRA competition where cars run 11.49 or quicker in the quarter mile - and provides critical protection against clutch or flywheel failure in any high-horsepower application. If you're pushing more than 500 hp or hitting the strip hard, a steel bellhousing isn't optional - it's essential.

QuickTime's manufacturing superiority starts with their unique spun cone construction. Unlike rolled or stamped bellhousings that can flex under load, QuickTime's spin-forged cone work-hardens to over 80,000 PSI tensile strength - more than twice the strength of competing steel bellhousings. This dimensional stability keeps your engine and transmission in perfect alignment through the entire RPM range, eliminating the accelerated drivetrain wear caused by bellhousing flex.

This bellhousing bridges AMC 290, 304, 343, 360, 390, and 401 V8 engines to GM-pattern manual transmissions including Muncie, Richmond, Saginaw, Borg Warner T-10, TKO 500/600, TKX, Falcon, Bert, Brinn, and Jerico 4-5 speed units. The precisely machined 4.685-inch transmission bore and 6.300-inch depth ensure perfect fitment, while 164-tooth flywheel compatibility accommodates clutches up to 11 inches in diameter. Designed for hydraulic clutch release, this bellhousing is drilled for most major throwout bearing configurations.

Founded by former dirt track racer Ross McCombs - who won more than 50 feature races - QuickTime was born from a need for stronger bellhousings that could handle the punishment of competition. With patents pending on 16 points of design and manufacturing process, these bellhousings represent decades of racing-driven engineering. 100% built in the USA.

What's Included

• QuickTime RM-8075 steel bellhousing with spun cone construction
• Full engine plate
• Pivot ball
• Grade 8 mounting bolts
• Installation instructions
• Lifetime technical support from MDL

Key Features

• Lighten billet steel construction reduces rotating mass to 30 lbs while maintaining strength
• Zero balance design for AMC 6-cylinder and V8 engines (304, 360, 390)
• 164-tooth ring gear ensures proper starter engagement
• 4.50" crank register diameter for precise crankshaft fitment
• 6-bolt crankshaft mounting pattern matches factory specifications
• Compatible with single-disc clutch applications
• Made in the USA

Description

Factory cast iron flywheels are heavy, slow to accelerate, and slow to decelerate. Every ounce of rotating mass at the crankshaft fights engine response, steals acceleration, and makes rev-matching between gears sluggish. This MDL Lighten Billet Steel flywheel solves that problem for AMC builders by cutting weight without sacrificing the durability billet steel provides. At 30 lbs, it delivers noticeably quicker throttle response and faster rev changes compared to stock castings—a direct performance upgrade for both street and strip builds.

The zero balance design is engineered specifically for AMC's internally balanced 6-cylinder engines as well as the 304, 360, and 390 V8s. This means no external counterweighting is required on the flywheel itself—the rotating assembly is balanced at the crankshaft. The 164-tooth ring gear provides correct starter engagement, and the 4.50" crank register ensures precise centering on the crankshaft flange. The 6-bolt mounting pattern matches factory AMC specifications for straightforward installation with your existing hardware and clutch assembly.

Billet steel construction offers a superior strength-to-weight ratio compared to cast iron. The material resists cracking and fatigue under high-RPM use, making it suitable for performance applications where factory flywheels fall short. Compatible with single-disc clutch setups. Proudly made in the USA with precision machining throughout.

Kit Includes

• 1 lighten billet steel flywheel with 164-tooth ring gear
• Precision-machined clutch surface ready for installation

Note: Flywheel bolts sold separately.

Key Features

• Lightened billet steel construction - stronger than cast iron with reduced rotational mass for improved throttle response
• 29 lbs - significantly lighter than stock cast iron flywheels
• 4.500" CB crank register outside diameter for proper 1960-71 AMC V8 fitment
• 164-tooth ring gear for reliable starter engagement
• Zero balance specification
• Compatible with 10.5" and 11" clutch disc diameters
• Dual pressure plate bolt pattern: 11-5/8" and 12-5/8" for Borg & Beck and diaphragm clutches
• 6-bolt crankshaft mounting pattern
• Single disc clutch application
• Made in the USA

Description

Factory cast iron flywheels on classic AMC V8s are heavy, prone to stress cracks, and increasingly difficult to find in good condition. This lightened billet steel flywheel from MDL delivers the strength and durability your performance build demands while shedding rotational mass for noticeably improved throttle response and acceleration.

Billet steel resists stress cracks far better than cast iron due to its alloy content and grain structure, making this the smart upgrade for high-RPM applications and hard-driven street machines alike. At 29 lbs, it is lighter than stock cast iron while still retaining enough inertial mass for smooth engagement and predictable street manners. The precision-machined clutch surface ensures consistent disc contact for reliable performance and extended component life.

This flywheel fits all 1960-71 AMC V8 engines with the CB 4.500" crank register outside diameter, including 343, 360, 390, and some 304 cubic inch engines. The 164-tooth ring gear provides proper starter mesh, while the dual bolt pattern accommodates both 11-5/8" Borg & Beck and 12-5/8" diaphragm-style pressure plates. Drilled for 10.5" and 11" clutch discs, this flywheel works with a wide range of aftermarket and OE-spec clutch combinations.

Zero-balanced and CNC-machined from quality billet steel, this flywheel is proudly manufactured in the United States for builders who demand precision and reliability.

What's Included

• MDL lightened billet steel flywheel
• 164-tooth ring gear (installed)
• Zero balance specification
• Precision-machined clutch surface

Key Features

• Lightened billet steel construction reduces rotational mass for improved throttle response
• 29 lbs total weight - significant reduction over heavy OE flywheels
• 164-tooth ring gear for reliable starter engagement
• External balance design with proper counterweighting for 1972-84 AMC V8 engines
• 4.625" crank register fits '72-up AMC V8 crankshafts (401ci, some 304ci)
• Six-bolt crankshaft mounting pattern
• Compatible with 10.5" and 11" clutch assemblies (11-5/8" and 12-5/8" pressure plate bolt patterns)
• Made in the USA

Description

Heavy factory flywheels kill throttle response and make your AMC V8 feel sluggish off the line. This lightened billet steel flywheel solves that problem by dramatically reducing rotational mass while maintaining the strength and balance characteristics your drivetrain demands. At 29 lbs, you're shedding serious weight compared to stock units, allowing the engine to rev more freely and respond more quickly to throttle inputs.

The billet steel construction delivers the durability needed for performance applications - this is a flywheel you can trust under hard use. The external balance design incorporates proper counterweighting specifically for 1972 and later AMC V8 engines, eliminating the vibration issues that plague incorrectly balanced setups. The 4.625" crank register dimension is critical for proper fitment on '72-up AMC V8s, and this flywheel is precision-machined to match that specification exactly.

The 164-tooth ring gear ensures reliable starter engagement, while the six-bolt crankshaft mounting pattern provides secure attachment to your AMC's crankshaft. This flywheel accepts both 10.5" and 11" clutch assemblies, working with 11-5/8" and 12-5/8" pressure plate bolt patterns for flexibility across a wide range of clutch setups - from mild street applications to serious performance builds.

Fits 1972-1984 AMC V8 engines including 401ci and select 304ci applications with the 4.625" crank register. Verify your crankshaft register diameter before ordering. Proudly made in the USA.

What's Included

• One (1) lightened billet steel flywheel with 164-tooth ring gear
• External balance counterweighting for AMC V8 applications

Key Features

• Lightened billet steel construction reduces rotational mass while maintaining durability for street and performance applications
• 164-tooth ring gear with 10mm clutch bolt pattern
• 1-inch thick design for reliable engagement and long service life
• 4.625" crankshaft register diameter - verify your engine's register size before ordering
• External balance configuration for 1972-1984 AMC 401 and select 304 engines
• 6-bolt crankshaft attachment pattern
• 29-pound weight balances reduced rotating mass with smooth streetable operation
• Compatible with 10.5" and 11" clutch disc diameters
• Made in the USA

Description

Stock AMC flywheels are heavy cast iron units that sap throttle response and bog down acceleration. This lightened billet steel flywheel solves that problem by shedding unnecessary rotating mass while retaining enough weight for smooth engagement and everyday drivability. The result is an engine that revs quicker, responds faster to throttle inputs, and delivers more power to the wheels.

Billet steel construction provides superior strength and consistency compared to cast iron originals. Where cast flywheels can develop stress cracks and fail under high-RPM or high-torque loads, billet material resists fatigue and handles the demands of performance driving. The 1-inch thickness and 164-tooth ring gear ensure proper starter engagement and clutch compatibility with both 10.5" and 11" disc diameters.

AMC V8 engines are externally balanced, meaning the flywheel carries counterweight that's critical to smooth engine operation. This flywheel is specifically configured for 1972-1984 AMC 401 engines and select 304 applications from the same era that use the 4.625" crankshaft register diameter. Because AMC used different register sizes and balance configurations across engine years and displacements, verify your crankshaft register measurement before ordering. The 6-bolt attachment pattern and 10mm pressure plate bolt pattern match period-correct AMC clutch components.

At 29 pounds, this flywheel strikes the ideal balance between weight reduction and street manners - light enough to sharpen throttle response, heavy enough to prevent stalling and ensure smooth takeoffs. Proudly made in the USA for AMC V8 builders who demand quality components for their classic Jeep, AMX, Javelin, or full-size builds.

What's Included

• One lightened billet steel flywheel with 164-tooth ring gear installed
• Lifetime MDL technical support

Note: Flywheel bolts sold separately. Verify crankshaft register diameter (4.625") and external balance requirement before ordering.

Key Features

• Precision-machined from lighten billet steel for superior strength over cast iron in high-RPM and high-torque applications
• External balance configuration matches factory AMC 401 crankshaft specifications
• 164-tooth ring gear ensures reliable starter engagement
• 4.545-inch crankshaft register diameter for precise crankshaft fitment
• Six-bolt crankshaft mounting pattern with 1/2" x 1" bolt size
• 1.275-inch crank-to-face dimension for proper clutch geometry
• Reduced rotating mass compared to OE cast iron while maintaining smooth engagement characteristics
• Made in the USA

Description

Finding a proper flywheel for your AMC 401 build is notoriously difficult. Each AMC V8 displacement requires a uniquely balanced flywheel - the 258, 304, 360, and 401 all have different balance requirements, and substituting an incorrect flywheel can lead to vibration issues and accelerated bearing wear. This lighten billet steel flywheel eliminates the guesswork by delivering the exact external balance configuration your 401 demands.

Unlike the cast nodular iron crankshafts found in smaller AMC V8s, the 401 features a forged steel crankshaft that was purpose-built for high-performance duty. This flywheel is engineered to complement that robust rotating assembly. Machined from certified billet steel rather than cast material, it provides significantly greater strength and resistance to the stresses of high-RPM operation, off-road punishment, and aggressive clutch engagement. The lighten design strategically removes material to reduce rotating mass, improving throttle response without sacrificing the inertia needed for smooth drivability in street applications.

The 4.545-inch crankshaft register diameter ensures a precision fit to your factory AMC 401 crank pilot, while the 1.275-inch crank-to-face dimension maintains proper clutch geometry. The six-bolt mounting pattern with 1/2" x 1" bolts provides secure attachment to handle the torque output of your 401. The 164-tooth ring gear delivers consistent starter engagement throughout the life of the flywheel.

Manufactured in the USA with the precision tolerances that AMC 401 builders demand, this flywheel is the solution for manual transmission conversions, clutch upgrades, and performance builds where a reliable, properly-balanced flywheel is essential to the integrity of the entire drivetrain.

What's Included

• Lighten billet steel flywheel with 164-tooth ring gear, externally balanced for AMC 401

Key Features

• Grade 8 heat-treated alloy steel for maximum tensile strength and fatigue resistance
• 1/2-20 x 1 in. hex head bolts with reduced-profile head for improved clearance
• Black oxide finish resists rust and corrosion in high-heat environments
• Lock washers included for positive retention under rotational stress
• Complete 6-bolt set covers standard flywheel patterns for AMC, Dodge, Plymouth, and Pontiac V8 engines
• Direct-fit replacement for manual transmission flywheels

Description

Factory flywheel bolts endure decades of thermal cycling, high RPM stress, and moisture exposure. Over time, they stretch, corrode, or lose clamping force--and a single failed flywheel bolt can destroy a crankshaft, transmission, or worse. This Grade 8 flywheel bolt kit delivers the reliable fastening your classic AMC, Dodge, Plymouth, or Pontiac V8 demands, whether you're restoring a survivor or building a weekend warrior.

Each bolt is precision-manufactured from heat-treated alloy steel to Grade 8 specification, providing significantly higher tensile and shear strength than standard hardware. The 1/2-20 x 1 in. hex head design ensures proper thread engagement and full clamping force, while the reduced-profile head improves clearance in tight bellhousing applications. Black oxide coating protects against rust and corrosion without adding appreciable thickness to critical dimensions.

The included lock washers prevent bolt loosening under the extreme rotational forces and vibration generated by high-performance engines. This complete 6-bolt kit fits the standard flywheel bolt pattern used across AMC V8 and inline-6, Pontiac V8, and Chrysler/Mopar V8 applications. Designed specifically for manual transmission flywheels--not for automatic flexplates.

What's Included

• 6x Grade 8 heat-treated alloy steel flywheel bolts (1/2-20 x 1 in., hex head, black oxide finish)
• 6x Lock washers (black oxide finish)
• Manufacturer's warranty against defects

Key Features

• Heat-treated Grade 8 steel construction with 120,000 psi tensile strength for critical clutch safety
• 3/8-16 thread pitch with 1.000-inch underhead length fits dozens of Ford and Chevy applications
• Black oxide finish resists rust and corrosion in harsh automotive environments
• Hex head design with 9/16-inch wrench diameter for standard tool compatibility
• Lock washers included for secure assembly — companion nuts sold separately
• Set of 6 bolts covers complete pressure plate installation

Description

Pressure plate bolts are often overlooked until they fail — and that failure can destroy your clutch, flywheel, and bellhousing in seconds. These pressure plate bolts eliminate that risk with precision-machined Grade 8 steel construction that delivers the strength and reliability your drivetrain demands.

Each bolt is heat-treated to Grade 8 specifications, providing 120,000 psi tensile strength — the benchmark for high-stress fastener applications. The black oxide finish provides corrosion resistance while maintaining the precise tolerances needed for proper clutch operation. The hex head design uses standard 9/16-inch tooling, and the 1.000-inch underhead length ensures proper thread engagement in Ford and Chevy bellhousing applications from the ’50s forward.

These Ultra-Seal specialty fasteners replace factory hardware that may have stretched, corroded, or been lost during rebuilds. The included lock washers prevent loosening under the extreme forces generated by clutch engagement, while the precise 3/8-16 thread pitch ensures proper fit in OEM pressure plate bolt holes.

Compatible with dozens of Ford and Chevy engine applications spanning multiple decades. Each kit includes six bolts and lock washers — everything needed for complete pressure plate installation. Companion nuts are sold separately.

What's Included

• Six (6) Grade 8 steel pressure plate bolts with black oxide finish
• Six (6) steel lock washers
• 3/8-16 thread pitch x 1.000-inch underhead length
• Hex head design with 9/16-inch wrench diameter

ARP Pressure Plate Bolt Kit | GM 265-502 V8 | 3/8-16 Chrome Moly (Set of 6)

Key Features

• Premium chrome moly construction hardened to 180,000 PSI tensile strength
• 3/8-16 thread pitch with 9/16" hex head for secure tool engagement
• Black oxide finish for corrosion resistance
• Application-specific engineering ensures optimum grip length for GM V8 applications
• Forged from aerospace alloy and heat-treated prior to thread rolling
• Larger-than-stock shank diameter for increased strength and improved flywheel register
• Set of 6 bolts for complete pressure plate installation

Description

Pressure plate bolts play a critical role in the performance and safety of any high-performance street machine or race car. Stock fasteners are engineered for economy, not durability under extreme clamping loads and high-RPM operation. When your clutch system needs to handle serious power, ARP's High-Performance Series pressure plate bolts deliver the strength and reliability that OEM hardware simply cannot match.

These bolts are manufactured from premium-grade chrome moly steel and hardened to a nominal tensile strength of 180,000 PSI--far exceeding standard factory hardware. The forging process uses aerospace alloy material that is heat-treated prior to thread rolling and machining, resulting in exceptional toughness under repeated thermal cycling and mechanical stress. ARP engineered these fasteners to be application-specific for Chevrolet 265-502 V8 engines, ensuring the optimum grip length for proper pressure plate clamping across small block and big block applications.

The exclusive hex head design with 9/16" wrench size provides superior tool engagement during installation, while the larger-than-stock shank diameter increases overall strength and improves flywheel register integrity. Black oxide finish protects against corrosion for long-term durability in demanding environments. Whether you're building a weekend warrior or a dedicated track car, these ARP fasteners eliminate the weak link in your clutch system.

Originally developed for NASCAR Cup competition, ARP fasteners are trusted by professional engine builders and racers worldwide. This kit includes everything needed for a complete pressure plate bolt replacement on GM V8 engines.

Kit Includes

• 6 - ARP chrome moly pressure plate bolts (3/8-16 thread, 9/16" hex head)
• Black oxide finish
• Manufacturer's warranty against defects

Key Features

• Hand-built kevlar/steel-backed organic clutch disc for superior street performance
• 400 ft-lb torque capacity for reliable power handling
• 26-spline x 1-1/8" input shaft configuration for AMC applications
• 10.5" disc with 11-5/8" equidistant bolt pattern pressure plate
• Diaphragm pressure plate delivers consistent clamping force
• Sprung hub design reduces driveline shock and chatter
• Performance Street Plus rating balances grip with smooth engagement
• Made in the USA with 1-year defect-free warranty

Description

When your AMC muscle car needs a clutch upgrade that bridges the gap between stock replacement and full-race hardware, the MDL Superior clutch kit delivers. This isn't another off-the-shelf assembly--every disc is hand-built in-house to exacting tolerances that eliminate the inconsistencies common in mass-produced clutch components.

The kevlar/steel-backed organic friction material provides the bite you need for spirited driving while maintaining smooth engagement for daily use. Unlike full-ceramic discs that grab aggressively and wear quickly, this hybrid facing offers the best of both worlds: enhanced grip over stock organic compounds with streetable manners that won't punish your leg in traffic. The sprung hub design absorbs torsional shock that would otherwise stress your driveline, reducing chatter and gear rattle at idle.

The diaphragm pressure plate delivers consistent clamping force across the entire engagement range without the heavy pedal effort of Borg & Beck long-style designs. At 400 ft-lb torque capacity, this kit handles serious power without the harsh engagement characteristics of metallic discs. Engineered specifically for AMC applications with the correct 11-5/8" equidistant bolt circle and 26-spline x 1-1/8" input spline configuration for mechanical linkage setups.

Every Superior clutch kit is inspected for quality and flawless operation before shipping, backed by MDL's lifetime technical support and a 1-year defect-free warranty. Made in the USA.

Kit Includes

• Diaphragm pressure plate with 11-5/8" equidistant bolt pattern
• Hand-built kevlar/steel-backed organic clutch disc (10.5", sprung hub)
• Clutch alignment tool
• Installation and break-in instructions
• 1-year defect-free warranty
• Lifetime technical support from MDL

Note: Throwout bearing not included with this kit.

Key Features

• Dual Kevlar facings deliver smooth engagement with 2-3x the lifespan of organic friction materials
• 10.5" clutch disc with 26-spline, 1-1/8" hub for AMC transmission compatibility
• Diaphragm pressure plate with 11-5/8" bolt pattern and 3/8" mounting holes
• 400 ft-lb torque rating handles modified street and open track applications
• Sprung hub design absorbs driveline shock and eliminates chatter
• Recovers from overheating without permanent damage--outlasts organic discs under repeated high-heat cycles
• Hand-assembled in the USA with 1-year warranty coverage

Description

Organic clutches work fine for daily driving, but they fall short when your AMC sees repeated high-heat cycles from spirited street driving or track sessions. Once an organic disc overheats, it sustains permanent damage and loses its coefficient of friction. Kevlar solves this problem: it actually increases torque capacity as temperature rises, then recovers fully once cooled--no glazing, no permanent degradation.

This Superior Series clutch set pairs dual Kevlar facings with a diaphragm pressure plate engineered specifically for AMC applications. The full-face Kevlar disc provides smooth, progressive engagement that feels streetable while offering durability that organic materials simply cannot match. The sprung hub isolates driveline shock loads, protecting your transmission synchros and eliminating the chatter common with rigid-hub competition discs.

The diaphragm pressure plate delivers consistent clamping force across the full pedal travel--no pressure spikes, no finger fatigue on long drives. With a 400 ft-lb torque rating, this setup handles bolt-on modifications and mild engine builds without breaking a sweat. The 11-5/8" bolt pattern and 3/8" mounting holes fit standard AMC flywheels, while the 26-spline, 1-1/8" hub matches common AMC transmission input shafts.

Each clutch disc is hand-assembled at MDL's Caldwell, Idaho facility with quality-controlled tolerances and inspected before shipping. Designed for mechanical clutch actuation systems. Note: pilot and throwout bearings are not included--size these to your specific application. Made in the USA and backed by a 1-year defect warranty.

What's Included

• AMC profile diaphragm pressure plate (11-5/8" bolt pattern, 3/8" mounting holes)
• 10.5" Kevlar/Kevlar clutch disc, 26-spline 1-1/8", sprung hub
• Clutch alignment tool
• Installation and break-in instructions
• 1-year warranty coverage
• Lifetime technical support

Superior Kevlar/Ceramic Clutch Set | AMC 10.5" | 26 Spline Diaphragm

Key Features

• 550 HP torque capacity -- engineered for aggressive street/strip AMC applications
• Kevlar/ceramic dual-friction facings deliver aggressive grip with longer life and less flywheel wear than full ceramic
• 26-spline x 1-1/8" hub matches modern 5-speed and 6-speed transmission swaps
• Sprung hub design absorbs driveline shock for smooth engagement
• Diaphragm pressure plate with Belleville spring for lighter pedal effort than Borg & Beck designs
• 11-5/8" EQ bolt circle pattern for AMC V8 and inline-six applications
• Hand-assembled in-house at MDL's Caldwell, Idaho facility
• Made in the USA with 1-year warranty coverage

Description

When your AMC muscle car demands maximum holding power without sacrificing drivability, MDL's Superior Kevlar/Ceramic clutch set bridges the gap between mild organic street clutches and hardcore racing setups. The hybrid friction material pairs aggressive ceramic grip with kevlar's forgiving nature -- you get the bite you need for 550 HP applications while maintaining smooth engagement and extended service life. Unlike full ceramic discs that punish flywheels and chatter at low speeds, this combination moderates the ceramic's aggressive nature for real-world street/strip duty.

The diaphragm-style pressure plate uses a one-piece Belleville spring to deliver consistent clamping force with significantly lighter pedal effort than the three-finger Borg & Beck designs common in vintage AMC applications. Where those coil-spring clutches strain linkages and wear out release forks, the diaphragm configuration provides smoother modulation and cleaner release. The 26-spline x 1-1/8" hub is designed specifically for builders running modern 5-speed and 6-speed transmission swaps -- if you're upgrading from a factory 10-spline gearbox to a TKO, T5, or similar high-performance manual, this is your clutch.

The sprung hub absorbs driveline shock during aggressive launches and hard shifts, protecting both the transmission input shaft and the clutch assembly itself. For street/drag builds where you need grip under load but still want manageable pedal feel in traffic, kevlar/ceramic is the sweet spot. This isn't a race-only clutch that's miserable to live with -- it's a serious performance upgrade that won't punish you on cruise nights.

Fits AMC applications using the 11-5/8" EQ pressure plate bolt pattern, including V8s (290, 304, 343, 360, 390, 401) and inline sixes with the correct flywheel. Every Superior clutch disk is hand-built at MDL's Caldwell facility to ensure precise tolerances and flawless operation before shipment. Made in the USA and backed by MDL's 1-year free-from-defect warranty.

What's Included

• AMC-profile diaphragm pressure plate -- 11-5/8" EQ bolt circle
• 10.5" kevlar/ceramic faced clutch disc -- 26-spline x 1-1/8", sprung hub
• Clutch alignment tool
• Installation and break-in instructions
• 1-year warranty and lifetime technical support

NOTE: This kit does not include pilot bushing or throwout bearing. Contact MDL at 208-453-9800 for application-specific recommendations.

Key Features

• Self-lubricating oilite bronze construction - oil-impregnated porous material provides long service life without external lubrication
• Precision dimensions: 1.055" outer diameter x 0.670" inner diameter x 0.500" width
• Supports transmission input shaft snout and maintains proper alignment during engine operation
• Non-magnetic bronze material will not gall or damage input shaft if bushing wears
• Pre-impregnated with oil for immediate installation - no break-in period required

Description

A worn or missing pilot bushing causes input shaft misalignment, clutch chatter, vibration, and accelerated transmission wear. This MDL bronze oilite pilot bushing solves the problem with precision AMC-specific dimensions and self-lubricating construction that outlasts standard bronze bushings.

The bushing features genuine oilite bronze - a sintered, porous bearing material with microscopic voids that are vacuum-impregnated with oil. As the bushing operates, this embedded oil migrates to the bearing surface, providing continuous lubrication without external grease or oil. In fact, you should never coat an oilite bushing with grease, as this clogs the pores and defeats the self-lubricating design.

Unlike needle roller pilot bearings, a bronze bushing will not catastrophically fail and damage your transmission input shaft. When a bronze bushing reaches the end of its service life, it wears gradually - giving you warning signs like shifting issues or noise - rather than seizing and scoring the shaft. The 0.500" width provides substantial bearing contact area for reliable input shaft support across AMC applications requiring this 0.670" inner diameter specification.

Always replace the pilot bushing during clutch service, even if the existing bushing appears serviceable. Internal wear is not always visible. For installation, freeze the bushing overnight to ease fitment into the crankshaft bore - this is far more effective than forcing it in at room temperature. Use a proper driver tool and verify bellhousing alignment to ensure the transmission and engine are concentric and parallel.

What's Included

• One bronze oilite pilot bushing - 1.055" OD x 0.670" ID x 0.500" width
• Pre-impregnated with oil lubricant - ready for immediate installation

LF Series Hydraulic Clutch Master Kit | Remote Reservoir | 0.700 Bore

Key Features

• 0.540 cubic inch displacement volume - properly moves most slave cylinders on the market
• 0.700-inch bore with full 1.4-inch stroke for complete clutch disengagement
• Remote reservoir design for flexible mounting in tight engine bays
• Hand-assembled in-house for controlled quality and tolerances
• Includes 1-man bleeder kit for simplified system bleeding
• Tested, proven, and double-checked for fit and finish before shipping
• Compatible with DOT 3 or DOT 4 brake fluid
• Works with stock clutch pedals and OE reproduction aftermarket pedals
• Made in the USA

Description

When you're building a hydraulic clutch system from scratch, piecing together individual components wastes time and often leads to compatibility headaches. MDL bundles this complete master cylinder kit for builders who want everything needed to install a hydraulic clutch master without hunting down fittings, rods, and hardware separately. The LF Series represents MDL's engineered approach to hydraulic clutch actuation - every component selected and tested to work together seamlessly.

This cylinder's 0.700-inch bore paired with a full 1.4-inch stroke delivers 0.540 cubic inches of displacement volume - the sweet spot for actuating most hydraulic throwout bearings and slave cylinders without over-pressurizing the system or requiring excessive pedal travel. Don't confuse this with the Wilwood GS that has a shorter stroke - MDL's full 1.4-inch stroke ensures complete clutch disengagement even with high-clamp-load pressure plates.

The remote reservoir design allows flexible mounting options when firewall space is limited or when you need to keep the fluid reservoir away from engine heat. All MDL hydraulic kits are hand-assembled in-house so that quality and tolerances can be controlled, then tested and double-checked for fit and finish before they go in the box. If you don't use the full stroke of the cylinder, MDL offers 3/4-inch and 7/8-inch bore masters for applications requiring different volume characteristics.

This universal kit works across Ford, GM/Chevy, and Mopar applications with stock clutch pedals or aftermarket reproduction pedals. Uses DOT 3 or DOT 4 brake fluid. Made in the USA with lifetime technical support available at 208-453-9800.

Kit Includes

• 0.700-inch bore x 1.4-inch stroke master cylinder
• Remote reservoir with mounting hardware
• Complete hydraulic line set with fittings
• Pushrod assembly
• 1-man bleeder kit for system bleeding
• Installation instructions
• Lifetime technical support

Key Features

• 0.750-inch bore x 1.2-inch stroke master cylinder delivers 0.530 cubic inch fluid displacement
• Remote reservoir design enables flexible mounting in tight engine compartments
• Full 1.2-inch stroke provides adequate volume to actuate most internal and external slave cylinders on the market
• One-man bleeder kit included for simplified bleeding and future maintenance
• Compatible with stock factory clutch pedals and OE reproduction aftermarket pedals
• Complete kit eliminates sourcing individual fittings, rods, and hardware
• Made in the USA with lifetime technical support

Description

Converting to hydraulic clutch actuation delivers smooth, consistent pedal feel by eliminating binding mechanical linkages and cable stretch—but sourcing compatible components individually can be overwhelming. This LF Series Generic Master Kit solves that problem by bundling a proven master cylinder with all the fittings, lines, and hardware needed for a complete installation in one box.

The heart of this kit is a 0.750-inch bore master cylinder with a full 1.2-inch stroke, engineered to generate 0.530 cubic inch displacement per stroke. That volume is specifically sized to properly actuate most slave cylinders on the market while maintaining excellent pedal modulation. Don't confuse this with Wilwood GS cylinders that feature a shorter stroke—this master provides the full displacement needed for complete clutch disengagement across a wide range of applications.

The remote reservoir configuration offers critical installation flexibility, allowing you to mount the reservoir away from the master cylinder when firewall space is limited. This is particularly valuable in engine swaps, hot rods, and custom builds where headers or other components crowd the traditional mounting area. The kit works with both stock factory clutch pedals and OE reproduction aftermarket pedals, making it ideal for classic restorations and custom projects alike.

Every MDL hydraulic kit includes a one-man bleeder system that eliminates the need for an assistant during bleeding and makes future maintenance straightforward. Uses standard DOT 3 or DOT 4 brake fluid—no exotic fluids required. Made in the USA and backed by MDL technical support at 208-453-9800.

What's Included

• 0.750-inch bore x 1.2-inch stroke master cylinder
• Remote reservoir with mounting hardware
• Hydraulic supply lines and fittings
• One-man bleeder kit
• Complete installation hardware
• Detailed installation instructions
• Lifetime technical support

Generic Hydraulic Clutch Master Kit | 0.700-Inch Bore | Integral Reservoir

Key Features

• 0.700-inch bore Wilwood master cylinder delivers precise pedal modulation and proper slave cylinder displacement
• Integral reservoir design eliminates external reservoir mounting and extra plumbing
• Uses stock clutch rod opening - no clutch pedal modifications required
• Single-angle mounting block simplifies engine compartment installation with no reduction linkage needed
• Only 3 small holes required for complete installation
• Achieves full pedal stroke for consistent clutch engagement
• Includes 1-man bleeder kit for simplified solo bleeding
• Hand-assembled and tested in-house at MDL for quality control
• Made in the USA

Description

Mechanical clutch linkages introduce flex, binding, and constant adjustment headaches into your drivetrain. This Generic Hydraulic Clutch Master Kit converts your clutch actuation to smooth, self-adjusting hydraulic operation using a 0.700-inch bore Wilwood master cylinder with integral reservoir. The compact integral reservoir design consolidates components, eliminating the need for remote reservoir mounting and reducing potential leak points in the system.

The single-angle mounting block positions the master cylinder in the engine compartment without complex reduction linkage, simplifying installation while maintaining proper pedal geometry. This universal kit uses the stock clutch rod opening and requires no modifications to your clutch pedal - only 3 small mounting holes need to be drilled for complete installation. The result is full pedal stroke with consistent, predictable clutch feel every time.

Every MDL hydraulic kit is hand-assembled in-house to control quality and tolerances. Each unit is tested and double-checked for fit and finish before shipping. The included 1-man bleeder kit makes initial setup and future maintenance straightforward - no helper needed to pump the pedal while you work the bleeder valve.

Note: Clearance with your brake booster may require verification depending on booster profile and mounting distance from the firewall. This system uses DOT 3 or 4 brake fluid. Made in the USA with lifetime technical support from MDL.

What's Included

• Wilwood 0.700-inch bore hydraulic clutch master cylinder with integral reservoir
• Single-angle firewall mounting block
• Hydraulic lines
• 1-man bleeder kit for solo bleeding
• Complete installation instructions
• Lifetime technical support

Key Features

• 0.750-inch bore with full 1.4-inch stroke delivers 0.620 cubic inch displacement volume
• Integral reservoir design eliminates remote reservoir mounting and external lines
• Full stroke design moves most slave cylinders on the market - not a short-stroke GS unit
• Hand-assembled in-house for controlled quality and tolerances
• Tested and proven, double-checked for fit and finish before shipping
• Includes one-man bleeder kit for solo installation
• Compatible with factory clutch pedals and OE reproduction aftermarket pedals
• Uses DOT 3 or 4 brake fluid - no high-temp fluid required
• Made in the USA

Description

Converting to hydraulic clutch actuation means tracking down a master cylinder, then hunting for the right fittings, pushrods, and hardware to make it work. This complete LF Series master cylinder kit bundles everything needed for the conversion, eliminating the parts-chasing headache and ensuring component compatibility from the start.

The 0.750-inch bore paired with a full 1.4-inch stroke generates 0.620 cubic inches of displacement volume per stroke - enough fluid movement to properly actuate most internal and external slave cylinders on the market. Don't confuse this with the shorter-stroke Wilwood GS compact masters that limit displacement. If your application doesn't require the full stroke, MDL also offers a 7/8-inch bore master for higher-volume applications.

The integral reservoir design keeps everything in one compact, self-contained unit. No remote reservoir mounting, no external lines between reservoir and cylinder - just a clean installation with fewer potential leak points. Every MDL hydraulic master kit is hand-assembled in-house where tolerances and quality are controlled directly. Each unit is tested and proven, then double-checked for fit and finish before it goes in the box.

This universal kit works with factory clutch pedals and OE reproduction aftermarket units. Standard DOT 3 or 4 brake fluid is all that's required - no expensive high-temp racing fluid necessary. The included one-man bleeder kit means you can get the air out solo, no assistant needed to pump the pedal. Made in the USA and backed by MDL technical support at 208-453-9800.

What's Included

• 0.750-inch bore x 1.4-inch stroke master cylinder with integral reservoir
• Hydraulic lines with fittings
• Pushrod and hardware
• One-man bleeder kit
• Installation instructions
• Lifetime technical support

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

• 1-7/8" diameter polymer resin ball with classic muscle car era styling
• Engraved 5-speed shift pattern inlaid in contrasting color for clear gear identification
• High-gloss finish resists wear while maintaining period-correct appearance
• 3/8" x 16 threads fit Hurst Competition Plus, Barton, and most aftermarket shifters
• Steel jam nut included for secure, rattle-free installation
• Made in the USA

Description

Your shift knob is the most frequently touched part of your interior--it should look right and feel right. This white 5-speed shift ball delivers authentic muscle car era styling in a durable polymer resin construction that holds up to years of aggressive shifting.

The 1-7/8" diameter ball features an engraved 5-speed shift pattern inlaid with contrasting color, making gear identification instant even in low-light conditions. The high-gloss finish provides the classic showroom look while resisting chips, scratches, and UV degradation that plague cheaper alternatives.

The 3/8" x 16 thread pitch fits a wide range of aftermarket shifters including Hurst Competition Plus (newer models), Hurst Auto/Stick, Billet/Plus, Barton Camaro shifters (pre-2013), Ford Racing short shifters, and many other popular performance shifter applications. This thread size also fits 1969-1981 Camaro factory shifters, making it an excellent choice for restorations or upgrades.

The included steel jam nut locks the ball firmly in place, preventing loosening under hard shifting. Whether you're finishing a period-correct restoration or adding classic style to a modern TREMEC swap, this USA-made shift ball delivers the authentic look and solid feel your build deserves.

Kit Includes

• White polymer resin shift ball with high-gloss finish (1-7/8" diameter)
• Steel jam nut

Key Features

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

Description

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

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

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

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

Kit Includes

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

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

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

What's Included

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

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

Key Features

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

Description

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

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

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

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

Kit Includes

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

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

• High-strength forged steel construction with triple chrome plating
• 12-inch height with 7.5-inch setback and 2-inch offset toward driver
• 3/8"-16 threaded tip accepts all Hurst shift knobs and T-handles
• Iconic Hurst name stamped on lever
• 3/8-inch bolt holes on 7/8-inch center-to-center spacing
• Fits all Hurst shifters with two-bolt attachment
• Period-correct styling for 1969-1973 Mustang applications
• Compatible with T5, T56, and TKX transmission swaps

Description

When your original shift lever is worn, bent, or missing, this Hurst Competition/Plus chrome shift stick brings back the legendary feel and styling that made Hurst "America's Number 1 Shifter Company." Designed as a direct replacement for 1969-1973 Mustang applications, this lever positions the shift knob exactly where Ford intended -- with dimensions that match the factory Hurst setup.

Hurst bolt-on shifter sticks are ideal for use in custom applications where a particular height or offset is required. This lever measures 12 inches tall with a 7.5-inch setback and 2-inch offset toward the driver, placing the knob in the perfect position for quick, confident shifts. The forged steel construction delivers the rigidity you need for aggressive driving, while the triple chrome plating provides lasting durability and show-quality appearance.

The 3/8"-16 threaded tip accepts any Hurst shift knob or T-handle, giving you flexibility to customize your interior. The dual 3/8-inch mounting holes on 7/8-inch center-to-center spacing ensure rock-solid attachment to any Hurst shifter with two-bolt mounting. This lever offers slightly more offset than the Classic style, making it the correct choice for builders seeking authentic '69-'73 Mustang proportions.

Whether you're restoring a numbers-matching Boss 302 or building a restomod with a modern TREMEC T5, T56, or TKX, this Competition/Plus lever delivers the iconic Hurst heritage and quality that performance enthusiasts have trusted for decades.

What's Included

• Triple chrome-plated forged steel shift lever (Hurst #5388022)

Key Features

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

Description

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

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

What's Included

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

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

Key Features

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

Description

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

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

Kit Includes

• 17-tooth speedometer driven gear, white plastic

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

Key Features

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

Description

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

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

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

Kit Includes

• 18-tooth yellow speedometer driven gear

Key Features

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

Description

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

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

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

What's Included

• One 19-tooth speedometer driven gear (pink)

Key Features

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

Description

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

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

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

What's Included

• One 20-tooth driven speedometer gear (black)

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

What's Included

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

Key Features

• 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

• Direct-fit connector for Ford T5, all TKO variants, TKX, and T56 transmissions equipped with two-prong round body reverse switches
• Plug-and-play installation eliminates splicing, cutting, and custom wiring
• Factory-style connector ensures secure electrical contact for reliable backup light operation
• Does not fit Magnum or Magnum XL transmissions (different switch configuration)

Product Overview

Missing or damaged reverse light wiring is a common headache during TREMEC swaps and classic Ford restorations. This replacement harness provides the correct connector to mate with the two-prong round body reverse switch found on Ford T5, TKO, TKO-500, TKO-600, TKX, and T56 manual transmissions. No more hunting through junkyard harnesses or fabricating your own pigtail - just plug in and wire to your vehicle's backup light circuit.

The connector is engineered to match the OEM switch terminal configuration, providing a secure push-on fit that won't vibrate loose. This is a direct replacement for damaged factory harnesses, giving you a clean, professional connection point for your reverse light circuit. Wire colors may require matching to your specific vehicle's backup light wiring.

Note: This harness is specifically designed for transmissions using the two-prong round body style reverse switch. It is not compatible with T56 Magnum or Magnum XL transmissions, which utilize a different switch and connector configuration.

Kit Includes

• Reverse switch wiring harness with two-prong connector

Sheet Metal Tunnel Extension | 1964-1972 GM A-Body & 1965-1973 Mustang/Cougar

Key Features

• MDL Exclusive - custom-designed specifically for T56 and TKO 5- and 6-speed conversions
• 18-gauge steel construction with press-brake forming for consistent fit and structural integrity
• 38.3 inches long - provides full clearance for modern overdrive transmissions
• Tapered profile: front measures 10.6 in. wide x 6.8 in. high, rear narrows to 4.8 in. wide x 3.2 in. high
• Fits 1964-1972 GM A-Body (Chevelle, GTO, Tempest, El Camino) and 1965-1973 Ford Mustang/Mercury Cougar

Description

A TREMEC T56 6-speed transmission is simply too large to fit into an OE tunnel - these transmissions run over 34 inches in overall length with case dimensions that dwarf anything the factory ever installed. When you add header clearance into the equation, attempting to use a stock tunnel becomes an exercise in frustration. This MDL-exclusive sheet metal tunnel extension provides a purpose-built solution that eliminates complex custom fabrication while ensuring proper clearance for your T56 or TKO conversion.

Manufactured from 18-gauge steel using precision press-brake forming, this tunnel extension delivers consistent dimensions and clean bend lines that make fitment straightforward. The tapered design follows the natural contour of the transmission case - widest at the front where the main case requires maximum clearance, then narrowing toward the tailshaft housing. At 38.3 inches long with front dimensions of 10.6 inches wide by 6.8 inches high, there's ample room for the larger TREMEC case profiles.

This extension fits the most popular classic muscle car platforms: 1964-1972 GM A-Body applications including Chevelle, GTO, Tempest, Le Mans, and El Camino, plus 1965-1973 Ford Mustang and Mercury Cougar. Installation requires cutting the existing factory tunnel and welding the extension in place - standard sheetmetal work for any competent fabrication shop. Note that the tunnel support brace is not included and may be required depending on your specific chassis.

Rather than spending hours fitting, trimming, and hammer-forming a custom solution, this MDL-exclusive panel gets your tunnel modification done right the first time. Made specifically for the transmission conversion market, it represents the kind of purpose-built solution that only comes from a company focused exclusively on manual drivetrain upgrades.

Kit Includes

• One 18-gauge steel tunnel extension panel, press-bent

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

• 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.