Tremec Super Duty T5 5-Speed | 1983-1993 Ford Mustang V8 | 2.95 First, 0.63 OD | Stock Shifter

Key Features

• 330 ft-lb torque capacity - handles up to 450 hp on street tires
• 2.95 first gear ratio for strong launch performance
• 0.63 overdrive drops cruise RPM for improved fuel economy and reduced engine wear
• World Class internals with carbon fiber synchronizer rings on gears 1-4
• 7.8-inch input shaft -- correct length for SN95 bellhousing depth
• 10-spline input shaft (1-1/16" diameter) and 28-spline output shaft
• Steel front bearing retainer with Cobra-style pocket bearing
• Tapered carrier bearings and main needle bearings throughout
• 7-tooth speedometer drive gear (6 and 8-tooth available)
• Just 75 lbs dry - TREMEC's most compact transmission
• Direct replacement for 1983-1993 V8 Mustangs
• Optional 0.63 overdrive ratio available
• Shifter Stub Location: straight up on center line, 19.50” back from the bellhousing face

Description

The factory T5 behind your '94-'95 V8 or '94-'98 V6 SN95 Mustang was designed for economy-car duty and compromised gearing. This MDL-enhanced Super-Duty T5 solves both problems: it delivers a higher torque capacity, improved internals, and gear ratios optimized for real street performance. The 2.95 first gear launches harder off the line without over-revving, and the deep 0.63 overdrive drops highway RPMs for quieter cruising and reduced engine temperatures.

World Class construction sets this transmission apart from earlier non-WC units. Tapered carrier bearings and main needle bearings reduce friction and improve durability under load. Carbon fiber synchronizers on all four forward gears (1st through 4th) provide quicker engagement and better high-RPM shifting than bronze-lined rings. The steel front bearing retainer and Cobra-style pocket bearing address the weak points found in OEM aluminum retainers, while the correctly-sized 7.8-inch input shaft ensures proper engagement with the deeper SN95 bellhousing.

MDL builds this transmission specifically for the aftermarket, enhancing the standard TREMEC T5 for SN95 applications. The conservative 330 ft-lb torque rating safely handles street cars up to 450 hp on DOT-approved tires. This is a direct replacement for 1994-1995 Ford Mustang GT, Cobra, and V8 models, as well as 1994-1998 3.8L V6 Mustangs. It can also work with 1999-2004 V6 Mustangs when paired with a speedometer ERA adapter. For other swaps, this transmission fits vehicles using the '94-'95 bellhousing with a seven o'clock fork opening, or Fox body bellhousings with MDL's MD-401-2110 spacer plate.

Replaces Ford part numbers 1352-238, 1352-242, 1352-246, 1352-252, and 1352-253. Uses 2.75 quarts of ATF Dexron III fluid.

Kit Includes

• TREMEC Super Duty T5 transmission assembly (TREMEC part number 1352-251) with 2.95, 1.94, 1.34, 1.00, 0.63 gear ratios
• 7.8-inch input shaft -- correct length for SN95 bellhousing depth
• Built-in reverse light switch (left side)
• Built-in cruise control safety switch (right side)
• Mechanical speedometer drive gear (7-tooth Ford pattern)
• Fill and drain plugs
• Installation instructions
• MDL extended warranty: manufacturer warranty plus 1 additional year with 1-year grace period
• Lifetime technical support from Modern Driveline

Key Features

• Close-ratio, short-throw design for lightning-fast gear changes
• Small top turret sized specifically to clear Mustang II floor openings
• Billet aluminum construction for maximum strength and weight savings
• 7/8-inch on-center mounting fits most aftermarket shift levers
• Belleville washers deliver crisp 2-3 shift detent feel
• No-stops design allows easy shifter servicing without full disassembly
• High-temperature lower dust boot included
• 1" or 1.5" backward stub offset positions shifter in factory location
• Rear shifter position with rear socket orientation
• 100% Made in the USA

Description

Swapping a TREMEC T5 or T45 into a '74-'78 Mustang II creates a predictable headache: the factory tunnel opening is tight, and most aftermarket shifters simply won't clear the floor without major surgery. MDL's Qwik Stik solves this problem with a purpose-built short-throw shifter featuring a compact top turret designed specifically for Mustang II applications.

The precision-machined billet aluminum construction eliminates flex under hard shifting while saving weight over cast alternatives. Belleville spring washers provide positive detent engagement that makes the critical 2-3 upshift feel crisp and confident - no vague, notchy gates here. Unlike shifters with mechanical stops that can break or bind over time, the Qwik Stik's no-stops design uses spring tension for smooth operation and allows easy access for maintenance when needed.

The 1" or 1.5" backward stub offset positions your shift lever exactly where you expect it, maintaining that factory feel with aftermarket performance. The 7/8-inch on-center mounting pattern accepts most aftermarket shift levers, so you can run your preferred lever, boot, and knob combination. Simply attach your shift lever, install your boot and knob, and you're ready to row through the gears.

Compatible with TREMEC T5 transmissions using Mustang tail housings and T45 transmissions. Note: This shifter will not fit Camaro or S-10 T5 applications - those use different tail housing configurations. Proudly crafted 100% in the USA with MDL's lifetime technical support.

What's Included

• Precision-machined billet aluminum shifter assembly with anodized finish
• Belleville spring washers for detent operation
• High-temperature lower dust boot
• All necessary mounting hardware
• Lifetime technical support: 208-453-9800

Key Features

• SFI 6.1 certified steel scattershield for racing safety compliance
• High-grade steel construction work hardens to over 80,000 PSI -- more than twice the strength of other steel bellhousings
• Spun cone construction (not rolled or stamped) for superior dimensional stability and accuracy
• Specifically clocked fork and starter positions for 1974-1978 Mustang II applications
• Compatible with 157-tooth flywheels and 10.5" clutches
• Height: 6.925"; Transmission bore: 4.85"/4.91"/5.12"
• Works with stock cable release system using 83-93 Fox-body clutch fork
• Also compatible with hydraulic release bearing setups
• Cone shape provides extra transmission tunnel clearance
• Patent pending on 16 points of bellhousing design and process
• 100% built in the USA

Description

Installing a modern 5-speed in a 1974-1978 Mustang II presents unique packaging challenges -- the starter and fork positions differ from other Ford applications, and tunnel clearance is tight. The QuickTime RM-6053 solves these fitment problems with a bellhousing specifically engineered for the Mustang II chassis, clocking the fork and starter to OEM positions while the cone shape provides the tunnel clearance you need.

QuickTime's proprietary spin-forming process creates the most dimensionally stable bellhousing available. Unlike rolled or stamped cones that can flex under load, the spun cone maintains perfect concentricity and parallelism throughout the entire RPM range. This keeps your engine and transmission in precise alignment, eliminating accelerated drivetrain wear caused by bellhousing flex. The high-grade steel work hardens to over 80,000 PSI -- delivering more than twice the strength of competing steel bellhousings.

The RM-6053 accepts 157-tooth flywheels commonly available for small block Fords (289/302/351W/351C), allowing you to run 10.5" metric pattern clutches that handle serious power. Bellhousing depth is engineered to work with 1983-1993 Mustang T5, TREMEC TR3550, TKO 500/600, and TKX transmissions. Retain your stock cable release by using an 83-93 Fox-body fork, or convert to a hydraulic release bearing setup. Note: This bellhousing will not work with T-pan (deep sump) oil pans due to cable and starter interference.

SFI 6.1 certification makes this bellhousing legal for racing applications where sanctioning bodies require scatter shield protection. QuickTime holds patents pending on 16 points of bellhousing design and process, with engineering input from OEMs, engine builders, transmission builders, and racers. 100% built in the USA.

What's Included

• QuickTime RM-6053 SFI 6.1 certified steel bellhousing with black finish
• Full engine block plate
• Pivot ball
• Grade 8 mounting hardware
• Installation instructions

Key Features

• Bridges the 5/8" input shaft length difference between Fox body and SN95 T5 transmissions
• Machined from 6061-T6 billet aluminum for strength and corrosion resistance
• Precision CNC machined for exact fitment and maintained transmission-to-bellhousing alignment
• No drilling or modification to your existing bellhousing required
• Includes four longer metric bolts for complete installation
• Machined-in MDL logo and part number for easy identification
• Made in the USA

Description

When Ford introduced the SN95 platform in 1994, they repositioned the engine mounting points and compensated by lengthening the T5 input shaft and deepening the bellhousing by approximately 5/8". This creates a compatibility problem when you want to run the stronger, more readily available 94-95 V8 or 94-2004 V6 T5 transmissions behind your 83-93 Fox body bellhousing. The transmissions simply won't mate up without addressing that input shaft length difference.

This spacer plate solves the problem without requiring you to swap input shafts, source a different bellhousing, or disassemble your transmission. Machined from 6061 billet aluminum with CNC precision, the plate bolts directly between your 83-93 T5 bellhousing and the later SN95-generation T-5 transmission. The design maintains critical transmission alignment to the bellhousing centerline--no drilling, no modifications, just bolt it on.

Keep in mind that this adapter moves the transmission rearward by approximately 5/8". Verify your driveshaft length before installation--you may need to shorten it to maintain proper slip yoke engagement. Each plate ships with four longer metric bolts to secure the transmission through the added thickness.

Proudly manufactured in the United States with MDL's machined-in logo and part number so you always know you have the correct adapter for your application. For narrow Ford transmission bolt patterns, see part number MD-401-2111.

What's Included

• One 6061 billet aluminum spacer plate with CNC-machined surfaces and machined-in identification
• Four longer metric transmission mounting bolts

Key Features

• Dual clutch pattern accepts both 10" long-style and 10.4" metric diaphragm clutches — upgrade to high-performance clutch setups without swapping flywheels
• 157-tooth ring gear for compatibility with small-diameter bellhousings and starters
• 28oz external imbalance matches pre-1981 Ford small block engines (260, 289, 302, 351W, 351C)
• 6-bolt crank mounting pattern with 7/16" bolts
• Cast iron construction weighing 19 lbs for smooth idle characteristics and excellent heat absorption
• Precision machined to improve clutch performance, durability, and reduce vibration
• Pre-installed metric alignment pins for accurate 10.4" clutch indexing
• Replaces OEM part numbers C3AZ-6375-J and C3AZ-75-A

Description

Running a classic Ford small block and want flexibility in your clutch setup? This dual-pattern cast iron flywheel eliminates the one-flywheel-per-clutch-size limitation that plagues so many builds. The machined face accepts both the 10" long-style diaphragm clutches found in vintage applications and the 10.4" metric diaphragm clutches used on high-performance '79–'01 Mustangs — so you can start with a stock-style clutch and upgrade to a higher-capacity unit later without pulling the flywheel.

Cast iron construction delivers the rotating mass needed for civilized street manners: smooth idle, progressive engagement, and excellent heat absorption during stop-and-go driving. The 157-tooth ring gear mates with the smaller-diameter bellhousings and starters common on '64–'68 Mustangs and other early Ford small block applications. Precision machining ensures a flat, true friction surface that improves clutch performance and reduces vibration.

The 28oz external imbalance is correct for pre-1981 Ford Windsor and Cleveland engines — 260, 289, 302, 351W, and 351C. (Post-1981 5.0L engines use a 50oz imbalance; verify your engine's balance before ordering.) The 6-bolt crank pattern with 7/16" hardware provides a secure connection to the crankshaft flange.

Compatible with 3-speed, 4-speed, and T5 5-speed manual transmissions. While cast iron flywheels work for light motorsports use, understand the RPM and load limits — billet steel offers better stability for sustained high-RPM or competition applications.

Kit Includes

• Cast iron flywheel with 157-tooth ring gear and dual clutch pattern (10" long / 10.4" metric)
• Pre-installed metric alignment pins for 10.4" clutch pattern
• Clutch alignment pins

Key Features

• Cast iron construction for durability and heat dissipation in street applications
• 157-tooth ring gear for proper starter engagement with small-block Ford bellhousings
• 50oz external balance engineered specifically for 1981-1995 Ford 5.0L Windsor engines
• 10.4" metric clutch pattern with equalizing pin holes for diaphragm-style pressure plates
• 6-bolt crankshaft mounting pattern matches Ford factory configuration
• 19 lbs flywheel weight provides optimal rotational mass for smooth street driving
• Includes clutch alignment pins for precise pressure plate installation

Description

When Ford switched the 302 to the 5.0L designation in 1981, they also changed the external balance from 28oz to 50oz. That means every '81-'95 5.0L Windsor needs a flywheel with the correct counterweight to maintain proper engine balance and eliminate vibration. This cast iron flywheel delivers exactly that - the right balance for your late-model small-block Ford, with the 157-tooth ring gear that mates to standard small-block bellhousings and starters.

The 10.4" metric clutch pattern is a Ford-specific design that uses alignment pins rather than shouldered bolts to locate the pressure plate. These equalizing pins ensure precise concentricity between the pressure plate and flywheel - critical for smooth clutch engagement and even wear. The metric pattern accommodates modern diaphragm-style pressure plates with 8mm hardware, making it compatible with factory and aftermarket clutch assemblies designed for '83-'95 Mustangs and other 5.0L applications.

Cast iron provides the strength and thermal stability needed for street duty, absorbing and dissipating heat through repeated clutch engagements without the hot spots that can develop on lighter materials. At 19 lbs, this flywheel maintains enough rotational mass for smooth idle and progressive engagement - the kind of drivability you want in a daily driver or weekend cruiser. The 6-bolt crankshaft pattern bolts directly to the factory crank flange with no adapters or modifications required.

Kit Includes

• Cast iron flywheel with 157-tooth ring gear and 50oz counterweight
• Clutch alignment pins for 10.4" metric pressure plate installation

Key Features

• Billet steel construction weighing just 28 lbs
• 157 tooth ring gear for compatibility with small bellhousings and starters
• Zero balance (internally balanced) for stroker motors and Ford Racing crate engines
• Dual clutch bolt patterns for 10" and 10.5" diaphragm clutch assemblies
• 6-bolt crankshaft mounting pattern for direct Ford small block fitment
• Clutch alignment pins included for precision disc positioning
• Made in the USA

Description

The 157 tooth ring gear works with small-pattern bellhousings and corresponding starters, making it the right choice for classic Mustangs and other Ford applications using the compact bellhousing configuration. Zero balance (internally balanced) design means this flywheel pairs with internally balanced rotating assemblies - including stroker builds, aftermarket cranks, and Ford Racing's 363 and 427 cubic inch crate engines.

Dual clutch bolt patterns accept both 10" and 10.5" diaphragm clutch assemblies, giving you flexibility whether you're running a stock-replacement clutch or upgrading to a higher-capacity performance unit. The 6-bolt crankshaft pattern provides direct fitment to Ford 289, 302, and 351 Windsor engines. Included alignment pins ensure proper clutch disc positioning during installation.

Compatible with Ford 289, 302, and 351 Windsor engines requiring zero balance. Also fits Ford Racing 363ci and 427ci performance engines. Made in the USA.

Kit Includes

• Lighten Billet Steel Flywheel (28 lbs)
• Clutch alignment pins

Key Features

• SFI certified billet steel construction for high-RPM safety and durability
• 157-tooth ring gear for classic Ford small block applications
• Zero balance (internally balanced) - no external counterweight required
• Dual clutch pattern: 10" long and 10.4" metric diaphragm compatible
• 6.00" clutch damper counter-bore diameter
• 6-bolt crankshaft mounting pattern
• Weight: 28 lbs
• Pre-installed metric alignment pins for 10.4" clutch setup
• Made in the USA with US-milled steel

Description

When you're building a high-revving Ford small block, your flywheel needs to handle the abuse without becoming a liability. Cast iron flywheels can crack under stress, and non-certified components may not meet the safety standards required at the track. This SFI certified billet steel flywheel delivers the strength and peace of mind that serious builds demand - meeting the rigorous testing standards established by the SFI Foundation for replacement flywheels and clutch assemblies.

The billet steel construction provides superior tensile strength compared to cast alternatives, resisting the centrifugal forces that tear lesser flywheels apart at high RPM. The lightweight design reduces rotating mass for quicker throttle response and faster revs, while maintaining enough thermal mass for consistent clutch engagement. Zero balance (internal balance) simplifies installation on Ford 289, 302, 351W, and 351C engines that use internally balanced rotating assemblies.

Versatility is built into the design with dual clutch bolt patterns. The 10" long pattern accepts 5/16" pressure plate bolts, while the 10.4" metric pattern uses 8mm bolts - and the metric alignment pins come pre-installed so you're ready for either setup. The 6.00" clutch damper counter-bore provides proper clearance for diaphragm-style pressure plates. Note that 157-tooth flywheels require a 3/4" offset starter (often labeled as "automatic" in parts catalogs) for proper ring gear engagement.

Manufactured in the USA with US-milled steel, this flywheel delivers the quality and consistency that American craftsmanship is known for. Whether you're building a weekend warrior or a dedicated track car, SFI certification means this flywheel meets the standards required by most sanctioning bodies for competition use.

Kit Includes

• Billet steel flywheel with 157-tooth ring gear
• Pre-installed 10.4" metric clutch alignment pins

Key Features

• Lighten billet steel construction resists stress cracking and handles higher RPM loads than cast iron
• 157-tooth ring gear with 28oz external imbalance for pre-1982 Ford 289/302/351W engines
• Dual clutch bolt patterns accommodate both 10" and 10.5" pressure plates
• 28 lb weight balances reduced rotational mass with smooth street drivability
• 6-bolt crankshaft mounting pattern; clutch alignment pins included
• Compatible with Ford Racing 363/427ci crate engines
• Precision-machined from US-milled steel; Made in the USA

Overview

Factory cast iron flywheels have their limits. At high RPM or under aggressive clutch clamping loads, they can develop stress cracks that compromise both performance and safety. This lighten billet steel flywheel replaces that weak link with a material that's fundamentally stronger—billet steel resists cracking and remains stable under the demands of performance driving.

The "lighten" designation refers to strategic material removal that reduces rotational mass without sacrificing structural integrity. At 19 lbs, this flywheel strikes the sweet spot between weight reduction and street manners—light enough for improved throttle response and quicker revs, yet heavy enough to maintain smooth idle characteristics and prevent the stalling issues common with ultra-lightweight aluminum units. The result is a flywheel that feels responsive on throttle tip-in while still delivering civilized behavior in traffic.

Dual clutch bolt patterns machined into the friction surface eliminate fitment guesswork, accepting both 10" and 10.5" pressure plates. The 157-tooth ring gear and 28oz external imbalance match OE specifications for pre-December 1982 small block Fords, ensuring proper starter engagement and crankshaft balance. This flywheel fits Ford 289, 302, and 351W Windsor engines, plus Ford Racing 363ci and 427ci stroker crate motors that use the 28oz balance specification.

Six-bolt crankshaft mounting provides secure attachment, while included clutch alignment pins ensure proper disc positioning during installation. Every flywheel is precision-machined from US-milled steel and manufactured in the USA.

What's Included

• Lighten billet steel flywheel (28 lbs)
• 157-tooth ring gear (installed)
• Clutch alignment pins

Billet Steel SFI Flywheel | Ford Small Block | 157 Tooth | 28oz | 10"-10.5" Clutch

Key Features

• Lightened billet steel construction 
• SFI certified for racing sanctioning bodies requiring SFI-rated drivetrain components
• 28oz external balance for pre-1982 Ford 221, 260, 289, 302, and 351W engines
• Dual bolt pattern accepts both 10" and 10.5" clutch assemblies
• 157-tooth hardened ring gear for proper starter engagement
• Six-bolt crankshaft mounting pattern -- standard Ford small block fitment
• CNC-machined friction surface for consistent clutch engagement
• Made in the USA with lifetime technical support from MDL

Description

Cast iron flywheels can't handle serious RPM or the repeated abuse of high-horsepower launches. This billet steel flywheel is precision CNC-machined from certified steel, engineered to survive the stress levels that crack and shatter cast units. At 19 pounds, it sheds significant rotating mass compared to heavy OEM flywheels -- translating to quicker revs, faster deceleration between shifts, and reduced parasitic drag on the crankshaft.

The 28oz external balance is critical: all Ford 221, 260, 289, 302, and 351W engines built before December 1982 use a 28-ounce offset balance. Mismatch the balance weight and you'll introduce severe harmonic vibration that punishes bearings and shortens engine life. Post-1981 5.0L High Output engines switched to a 50oz balance -- this flywheel is not for those applications. Match your balance weight to your engine's build date, not the vehicle year.

The dual bolt pattern accommodates both 10" and 10.5" clutch assemblies, giving you flexibility when selecting or upgrading your pressure plate without swapping flywheels. The 157-tooth ring gear is the standard configuration for most small block Ford manual transmission applications in vintage Mustangs, Falcons, Fairlanes, and similar platforms.

SFI certified for competition use where sanctioning bodies require rated flywheel and clutch assemblies. Compatible with Ford small block Windsor engines using the standard six-bolt crankshaft mounting pattern and requiring 28oz external balance. Made in the USA with lifetime technical support from MDL.

What's Included

• Lightened billet steel flywheel (28lbs) with CNC-machined friction surface
• 157-tooth hardened steel ring gear (installed)
• 28oz external balance weight (installed)
• Clutch alignment pins
• Lifetime technical support from MDL

Key Features

• Billet steel construction - stronger than cast iron, resists stress cracking at high RPM
• 50oz external balance - correct for factory 1981-1995 Ford 5.0L Windsor engines
• Dual clutch pattern - accommodates both 10.5" metric diaphragm and 10" long-style pressure plates
• 157-tooth ring gear for high-performance starter applications
• 6-bolt crankshaft mounting pattern
• 6.00" clutch damper counter-bore
• Metric alignment pins pre-installed - eliminates installation guesswork
• Made in the USA with domestically-milled steel

Description

Factory cast iron flywheels become the weak link when you push serious power through a 5.0L Windsor. Cast iron is prone to stress cracking under repeated high-RPM clutch engagement, and a cracked flywheel at speed is a catastrophic failure waiting to happen. This lightened billet steel flywheel delivers the strength needed for high-performance street builds and competition use while shaving weight to improve engine response.

Billet steel is considerably stronger than cast iron and remains free of the stress cracks that plague factory flywheels under heavy use. The lightened design reduces rotational mass compared to standard-weight flywheels, allowing faster throttle response on acceleration and quicker RPM drop on deceleration - a noticeable improvement whether you're rowing through gears on the street or chasing lap times. The 50oz external balance matches factory 5.0L engine specifications for 1981-1995 applications, ensuring smooth operation with no vibration.

The dual clutch pattern provides flexibility in clutch selection, accepting both 10.5" metric diaphragm pressure plates and 10" long-style setups. Metric alignment pins come pre-installed to ensure proper clutch disc centering during installation. Note that diaphragm clutches require metric pressure plate bolts (MD-403-2003 or MD-403-2003ARP), while the 10" long pattern uses 5/16" bolts (MD-403-2004).

Engineered for Ford small block Windsor engines with 157-tooth starter ring gear applications. Fits all 1981-1995 Ford 5.0L engines requiring 50oz external balance. Proudly made in the USA using US-milled billet steel.

What's Included

• Lightened billet steel flywheel with 157-tooth ring gear
• Metric clutch alignment pins (pre-installed)

Key Features

• Lightweight aluminum construction at 19 lbs - significantly lighter than cast iron for faster engine response
• Riveted steel clutch facing for superior durability and heat dissipation
• Dual clutch bolt pattern: 10" Long and 10.4" metric with dowel pins for maximum compatibility
• Zero balance configuration standard; can be ordered with 28 oz or 50 oz counterweight options
• 157-tooth steel ring gear mechanically fastened to flywheel body - prevents ring gear separation
• 6-bolt crankshaft mounting pattern for Ford small block engines
• Made in the USA

Description

Shed rotational mass without sacrificing reliability. This lightweight aluminum flywheel weighs just 19 lbs compared to heavy cast iron units, helping your engine reach higher RPMs quicker due to reduced rotating mass. That reduced inertia translates to improved throttle response and acceleration - the engine spends less energy spinning up the flywheel and more energy putting power to the wheels.

The riveted steel clutch facing provides superior heat dissipation and wear characteristics compared to bonded surfaces. Unlike cheaper aluminum flywheels that use pressed-on ring gears, this 157-tooth steel ring gear is mechanically fastened to the flywheel body, preventing the ring gear separation failures that can occur under high-stress conditions. The dual bolt pattern accommodates both vintage 10" Long-style and modern 10.4" metric pressure plates with dowel pins - eliminating compatibility guesswork across Ford's clutch evolution.

Engineered specifically for Ford small block 289, 302, and 351W Windsor engines, this flywheel comes standard as zero balance for internally balanced engines. For externally balanced applications, 28 oz or 50 oz counterweight options are available to match your specific crankshaft requirements - pre-1981 302s and all 351Ws use 28 oz imbalance, while 1981+ 302/5.0L engines require 50 oz.

Note: Aluminum flywheels spin up faster but have less stored energy than cast iron, which can make the engine easier to stall at low RPMs. If paired with a dual clutch set, this helps offset some of the characteristics. Aluminum flywheels should never be paired with ceramic or bronze clutches due to the added heat they generate. It is recommended to warm the flywheel before installing on the crank. Not SFI approved - intended for street performance and moderate competition use. Made in the USA with lifetime technical support.

What's Included

• CNC-machined aluminum flywheel body (19 lbs)
• Riveted steel clutch facing
• 157-tooth steel ring gear (mechanically fastened)
• Clutch alignment dowel pins for 10.5" clutch applications
• Lifetime technical support

Key Features

• Lightweight aluminum flywheel body with riveted steel clutch facing for superior heat dissipation
• 157-tooth ring gear for small bellhousing applications
• 28oz external balance for pre-1981 Ford 289, 302, and all 351W engines
• 6-bolt crankshaft mounting pattern
• Includes dowel pins for 10.5-inch diaphragm clutch pattern
• High-carbon steel ring gear riveted to flywheel body prevents slipping under load
• Made in the USA

Description

Ditch the heavy factory cast iron flywheel and drop serious rotating mass from your Ford small block. This aluminum flywheel delivers the weight reduction performance builds demand while maintaining the durability street engines require. Lighter rotating mass means quicker engine response and faster acceleration through the gears - your engine revs up and recovers faster between shifts.

The engineering here focuses on heat management and longevity. The riveted steel clutch facing provides a durable friction surface that handles heat far better than aluminum-on-aluminum contact, preventing warping and premature wear in spirited driving. The high-carbon steel ring gear is riveted to the aluminum body rather than pressed or shrunk on - this prevents the ring gear from walking off the flywheel under the repeated thermal cycling and shock loads of hard use.

This flywheel carries the correct 28oz external balance for pre-1981 Ford 289 and 302 engines, as well as all 351 Windsor engines regardless of year. The 157-tooth ring gear is sized for small bellhousing applications - the compact aluminum bellhousing, not the larger cast iron 164-tooth style. Includes dowel pins for proper clutch alignment with 10.5-inch diaphragm clutch kits.

Installation note: It is recommended to warm the flywheel before installing on the crankshaft for proper thermal expansion and fit. Aluminum flywheels should not be paired with ceramic or bronze-faced clutch discs due to the excessive heat these materials generate. Made in the USA.

What's Included

• Aluminum flywheel with steel clutch facing
• 157-tooth steel ring gear (riveted)
• Clutch alignment dowel pins for 10.5-inch clutch

Key Features

• Riveted steel clutch facing permanently fastened to aluminum body - prevents ring gear separation under high loads
• 157-tooth ring gear for proper starter engagement on 5.0L HO applications
• 50oz external counterweight matches factory balance on 1981-1995 Ford 5.0L HO engines
• 19 lb total weight - reduces rotating mass versus stock cast iron flywheels
• Six-bolt crankshaft mounting pattern for direct replacement installation
• 10.4" metric clutch bolt pattern with alignment pins
• Made in the USA

Description

Cut rotating mass from your 5.0L drivetrain with this aluminum flywheel, purpose-built for 1981-1995 Ford 5.0L HO engines. Weighing just 19 lbs, it delivers noticeably quicker throttle response and faster RPM changes compared to stock cast iron units - ideal for road racing, autocross, and spirited street driving where nimble engine response matters more than low-RPM grunt.

The critical engineering detail is the riveted steel clutch facing. Unlike cheaper aluminum flywheels that rely on shrink-fit alone, this design permanently fastens the steel ring gear to the aluminum body using mechanical fasteners. This prevents the ring gear from walking or separating under hard launches and high-heat clutch engagement - a common failure mode when differential thermal expansion rates cause the steel ring gear to loosen on an aluminum body.

The 50oz external imbalance is factory-correct for Ford 5.0L HO engines from 1981-1995, ensuring smooth operation without vibration. The 157-tooth ring gear matches OEM specifications for proper starter motor engagement. Six-bolt crankshaft attachment follows Ford's original pattern, and the 10.4" metric clutch bolt pattern with alignment pins accommodates most performance clutch upgrades.

Important: Aluminum flywheels reduce stored rotational energy, which can make low-RPM driving feel less forgiving - they're easier to stall from a stop. This flywheel should not be paired with ceramic or bronze clutch discs, as the excessive heat generated can damage the aluminum body. It is recommended to warm the flywheel before installing on the crankshaft for optimal fit. Made in the USA.

What's Included

• Aluminum flywheel with riveted steel clutch facing
• Clutch alignment pins

ARP High Performance Flywheel Bolt Kit | 7/16-20 x 1.000 | Ford & GM | Set of 6

Key Features

• 180,000 psi tensile strength -- far exceeds OEM hardware specs
• Flat 12-point head design with 3/4-inch socket for positive engagement
• Larger-than-stock shank diameter for improved flywheel register and crank alignment
• Forged from aerospace alloy and heat-treated prior to thread rolling and machining
• 7/16-20 thread pitch with 1.000-inch under-head length
• Black oxide finish for corrosion resistance
• Fits Chevy 90-degree V6 and 265-454 V8 (2-piece rear seal) plus Ford 289-460 V8
• Made in the USA

Description

Flywheel bolts play a critical role in the safety and performance of any high-output engine. OEM hardware simply is not engineered for the repeated heat cycles, high RPM loads, and sustained torque demands of a performance build. ARP High Performance Series flywheel bolts deliver the strength and reliability that serious drivetrains require -- rated at 180,000 psi tensile strength.

The engineering difference starts at the material level. These bolts are forged from aerospace alloy and heat-treated prior to thread rolling and machining, a process that ensures maximum grain structure integrity and fatigue resistance. The exclusive flat 12-point head design provides superior tool engagement while resisting rounding under high-torque installation. Equally important, the larger-than-stock shank diameter improves flywheel register for precise crank-to-flywheel alignment -- critical for eliminating runout and vibration in performance applications.

This six-bolt kit is sized at 7/16-20 thread with a 1.000-inch under-head length, requiring a 3/4-inch 12-point socket for installation. Fitment covers Chevy 90-degree V6 and 265-454 V8 engines with 2-piece rear main seals, plus Ford 289-460 V8 engines. Whether you are building a weekend cruiser or a dedicated track car, these bolts are a straightforward upgrade from stock hardware. Made in the USA.

Kit Includes

• Six (6) ARP High Performance Series flywheel bolts
• Chromoly steel construction with black oxide finish
• 7/16-20 x 1.000-inch UHL
• Installation lubricant included
• Torque specifications provided
• Manufacturer warranty against defects

Key Features

• 10.4" metric bolt pattern with integral dowel pins for precise flywheel alignment
• Diaphragm pressure plate delivers consistent clamping force with smooth pedal feel
• Organic/organic disc facings for progressive engagement and long service life
• 10 x 1-1/16" splined hub fits stock 10-spline input shafts
• Sprung hub design dampens driveline vibration and protects synchronizers
• 225 lb-ft torque rating handles stock 5.0L output plus moderate bolt-ons
• Hand-assembled in-house with double-checked tolerances before shipping
• 1-year free-from-defect warranty with lifetime tech support

Description

Ford's '86-'95 Mustang 5.0L introduced the metric clutch system, and that unique bolt pattern stops plenty of builders in their tracks. This MDL Superior clutch set solves the fitment puzzle with a complete kit engineered specifically for the 10.4" metric bolt pattern with integral dowel pins found on these applications.

The diaphragm-style pressure plate sits at the heart of this kit, providing even clamping pressure across the entire friction surface. Unlike long-style clutches that rely on coil springs, the diaphragm design eliminates hot spots and maintains consistent pedal feel throughout the disc's service life. The organic/organic friction material delivers the smooth, progressive engagement that daily drivers and weekend cruisers demand--no grabby on-off engagement that makes stop-and-go traffic miserable.

The sprung hub construction dampens torsional vibration between the engine and transmission, protecting synchronizers and reducing gear rattle at idle. With a 225 lb-ft torque rating, there's headroom for bolt-on modifications while maintaining streetable manners. The 10 x 1-1/16" splined hub fits stock 10-spline input shafts found in factory T-5 transmissions.

Compatible with 1986-1995 5.0L applications using cable-actuated throwout bearings. Every Superior clutch kit is hand-assembled at MDL's Caldwell, Idaho facility and inspected before shipping. Made in the USA.

What's Included

• Diaphragm pressure plate with 10.4" metric bolt pattern
• 10.4" clutch disc with organic/organic facings and sprung hub
• Cable-actuated throwout bearing
• Pilot bearing
• Clutch alignment tool
• Installation and break-in instructions
• Lifetime technical support

Key Features

• Kevlar facing on flywheel side, organic on pressure plate side for balanced grip and smooth engagement
• 10-spline, 1-1/16-inch hub for Ford 10.4" metric pattern applications
• 300 lb-ft torque capacity rated for Performance Street Plus use
• Hand-assembled in-house with double-riveted construction for quality assurance
• Diaphragm pressure plate with 8mm metric bolt pattern and alignment dowels
• Sprung hub disc absorbs drivetrain shock for street-friendly manners
• Cable-style throwout bearing included for direct installation
• Backed by 1-year free-from-defect warranty
• Made in the USA

Description

This Superior clutch set delivers the ideal balance between holding power and street driveability for Ford applications using the 10.4" metric bolt pattern. The hybrid facing configuration puts Kevlar on the flywheel side for increased grip and heat resistance, while the organic facing on the pressure plate side ensures smooth, progressive engagement without the chatter associated with aggressive racing clutches. This combination makes the clutch ideal for Performance Street Plus applications where you need 300 lb-ft torque capacity without sacrificing daily-driver manners.

The engineering behind this facing combination is deliberate. Kevlar provides approximately twice the service life of standard organic materials while maintaining excellent heat dissipation characteristics. Pairing it with organic on the opposite side moderates engagement behavior, giving you confidence at stoplights and in parking lots while still delivering when you need to put the power down. The sprung hub design further smooths engagement and absorbs drivetrain shock.

MDL's Superior line clutches are hand-assembled in-house rather than mass-produced overseas. Every disc is double-riveted and inspected for exacting tolerances before it goes in the box. The included cable-style throwout bearing, pilot bearing, and alignment tool mean you have everything needed for a complete installation. The diaphragm pressure plate uses 8mm metric fasteners with three alignment dowels in the Ford 10.4" metric pattern.

Compatible with Ford vehicles using the 10.4" metric flywheel pattern and 10-spline transmission input shafts. Made in the USA with MDL's commitment to precision manufacturing and backed by lifetime technical support.

What's Included

• Diaphragm pressure plate with 8mm metric bolt pattern
• Clutch disc with Kevlar/organic facings, sprung hub, 10-spline x 1-1/16" center
• Cable-style throwout bearing
• Pilot bearing
• Clutch alignment tool
• Installation and break-in instructions
• 1-year free-from-defect warranty
• Lifetime technical support

Key Features

• Dual-Material Disc: Kevlar facing on the pressure plate side paired with steel-backed organic on the flywheel side for balanced grip and smooth engagement
• 450 ft-lb Torque Rating: Performance Street Plus capacity handles modified engines without sacrificing daily drivability
• 10.4" Metric Pattern: Uses 8mm pressure plate bolts with metric alignment dowels for proper Ford 5.0L HO fitment
• Sprung Hub Design: Dampened engagement reduces driveline shock and improves pedal modulation in stop-and-go traffic
• Cable Profile Throw-Out Bearing: Purpose-built geometry for cable-actuated clutch systems
• 1-1/16" x 10-Spline Input: Direct fit for Ford transmissions with 10-spline input shafts
• Hand-Assembled in Idaho: Double-checked for accuracy before shipping, backed by 1-year warranty
• Made in the USA

Description

When you need more holding power than stock but refuse to give up street manners, the Superior Kevlar/Organic clutch set delivers. This dual-material design pairs Kevlar on the pressure plate side with steel-backed organic facing on the flywheel side--a deliberate engineering choice that exploits the strengths of both materials. Kevlar's coefficient of friction actually increases with temperature, meaning the harder you drive it, the better it grips. The organic side provides the smooth, progressive engagement that keeps this clutch civilized in traffic.

Rated at 450 ft-lbs for Performance Street Plus applications, this clutch handles the demands of modified 5.0L engines, bolt-on power adders, and weekend track days without the harsh pedal feel or chatter of full-race setups. The sprung hub dampens engagement shock that would otherwise stress your transmission and driveshaft, while the diaphragm-style pressure plate delivers consistent clamping force through the full range of pedal travel.

The 10.4" metric pattern uses 8mm pressure plate bolts--a critical distinction from the SAE-thread 10.5" pattern found on GM and some Ford applications. This kit is purpose-built for Ford applications requiring a 1-1/16" x 10-spline input shaft and cable clutch actuation. Every Superior clutch is hand-assembled at MDL's Caldwell, Idaho facility and double-checked for accuracy before it leaves the shop.

Kit Includes

• Diaphragm-type heavy-duty pressure plate (10.4" metric bolt pattern)
• 10.4" clutch disc with Kevlar/steel-backed organic facings and sprung hub
• Cable profile throw-out bearing
• Pilot bearing
• Clutch alignment tool
• Installation and break-in instructions
• 1-year free-from-defect warranty
• Lifetime technical support

Key Features

• Hand-assembled in-house with double-checked tolerances before shipping
• Full Kevlar/Kevlar disc facings for aggressive bite and extended service life
• 10.4" metric bolt pattern with 8mm pressure plate bolts and alignment dowels
• 10-spline x 1-1/16" sprung hub fits Ford T-5, 3550, TKO, and TKX transmissions
• Dual-compatible throw-out bearing works with both cable and hydraulic actuation systems
• Diaphragm-style pressure plate for consistent pedal feel
• Rated for 500 lb-ft torque capacity
• 1-year free-from-defect warranty

Description

Finding a quality clutch kit for Ford's 10.4" metric bolt pattern that actually meets the tolerances a performance build demands isn't easy. Mass-produced clutches cut corners on QC, leaving you to discover runout or engagement problems after the bellhousing is bolted up. The MDL Superior clutch line eliminates that gamble -- every disc is hand-assembled at MDL's Idaho facility and double-checked for accuracy before it ships.

This kit uses full Kevlar facings on both the flywheel and pressure plate sides of the disc. Kevlar delivers aggressive initial bite without the chatter and harsh engagement of ceramic compounds, making it ideal for performance street and open-track applications where you still want a streetable pedal. The sprung hub absorbs drivetrain shock loads and dampens harmonics that solid hubs transmit straight to the transmission.

The 10-spline x 1-1/16" hub matches factory Ford T-5, 3550, TKO, and TKX input shafts. The included throw-out bearing features a cable profile that also works with hydraulic actuation systems -- critical flexibility when you're upgrading from a factory cable setup or running a hydro conversion. The metric pressure plate bolts up with 8mm fasteners and alignment dowels to Ford 5.0L HO flywheels from '86-'95 applications.

Performance Proven means this clutch has survived the rigorous demands of racing on and off the track. Made in the USA and backed by a 1-year free-from-defect warranty.

What's Included

• 10.4" diaphragm pressure plate with metric bolt pattern
• Kevlar/Kevlar faced clutch disc with 10-spline x 1-1/16" sprung hub
• Cable/hydraulic compatible throw-out bearing
• Pilot bearing
• Clutch alignment tool
• Installation and break-in instructions
• 1-year free-from-defect warranty

Key Features

• Premium-grade 8740 chromoly construction hardened to 180,000 PSI tensile strength
• 8mm x 1.25 thread size with 10mm hex head for proper socket access
• Black oxide finish for corrosion resistance and professional appearance
• Application-specific design ensures optimum grip length for Ford 302/351W engines
• Large diameter, low profile design increases clamping force over stock hardware
• Complete kit includes washers for proper installation
• Set of 6 bolts replaces all factory pressure plate fasteners

Description

The importance of pressure plate bolts in racing or high-performance street applications cannot be emphasized nearly enough. These fasteners play a key role in both the performance and safety of a vehicle. Factory pressure plate bolts are notorious weak points that can stretch or fail under power, leading to clutch slippage, pressure plate distortion, or catastrophic failure. When you're building serious power, the last thing you want is substandard hardware compromising your drivetrain.

ARP engineered these High Performance Series bolts specifically for 1986-1995 Ford 302 and 351 Windsor applications. Each bolt is forged from premium-grade 8740 chromoly steel and heat-treated prior to thread rolling and machining, achieving a nominal tensile strength of 180,000 PSI. The application-specific design ensures optimum grip length for your Ford V8, eliminating the guesswork that comes with generic hardware.

The 8mm x 1.25 threading matches factory specs while delivering vastly superior strength. Each bolt features a hex head design with 10mm socket access for easy installation and removal. The black oxide finish provides corrosion resistance while maintaining a clean appearance under the hood. The large diameter, low profile design increases clamping force compared to stock bolts, reducing the risk of pressure plate flex under high-load conditions.

Fits all 1986-1995 Ford applications equipped with 302 or 351W engines, including Mustang 5.0L, F-150 trucks, Bronco, E-Series vans, and Crown Victoria. Kit includes six pressure plate bolts with washers for complete replacement of all factory fasteners.

What's Included

• 6 x ARP pressure plate bolts (8mm x 1.25, 10mm hex head, black oxide finish)
• 6 x Washers

Key Features

• Direct-fit replacement for 1979-1993 Fox-Body Mustang cable-style bellhousings
• Compatible with both factory cable actuation and external hydraulic slave cylinder setups
• Works with TREMEC T5, TKO, and 1993 & earlier Windsor T56 transmissions
• Correct 9 o'clock fork position specific to Fox-Body applications - not interchangeable with SN95 forks
• Proper pivot point geometry for reliable clutch engagement

Description

When you're building or maintaining a Fox-Body Mustang with a manual transmission, using the correct clutch fork isn't optional - it's critical. This clutch lever is specifically engineered for 1979-1993 Mustangs and delivers the proper pivot geometry required for clean, consistent clutch engagement with cable-style bellhousings.

The Fox-Body clutch fork positions at the 9 o'clock location when viewed from the rear of the bellhousing - a distinctly different orientation than the SN95's 7 o'clock position. This isn't just a cosmetic difference: the lever length and pivot points are purpose-built for Fox applications. Using the wrong fork creates severe cable angle problems, premature cable wear, and inconsistent clutch feel. SN95 forks are longer with different pivot spacing and cannot be substituted.

This fork works equally well whether you're running the original cable actuation or upgrading to an external hydraulic slave cylinder. When paired with external hydraulics, the fork operates as a pusher instead of the traditional cable pull - eliminating the stretching, snapping, and binding issues that plague factory clutch cables over time. The result is smoother pedal effort and more reliable engagement, especially with high-performance clutches.

Compatible with 1979-1993 Mustang applications running TREMEC T5, TKO, or 1993 & earlier Windsor T56 transmissions. Requires a compatible cable-style small-block bellhousing for proper fitment.

What's Included

• One (1) clutch fork/lever for 1979-1993 Fox-Body Mustang

Key Features

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

Description

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

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

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

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

What's Included

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

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

Key Features

• 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

Key Features

• 2-1/8 inch diameter black aluminum shift ball with brushed finish
• 16mm x 1.5 internal thread - designed for use with thread reducers to adapt to various shifter handle sizes
• Lightweight aluminum construction reduces shifter mass for quicker throws
• Black finish with brushed texture complements modern performance interiors
• 5-speed shift pattern engraving
• Compatible with MDL thread reducer inserts (sold separately) for SAE and metric applications

Description

Factory shift knobs rarely deliver the grip, weight, or aesthetics that a performance build deserves. This MDL 5-Speed Black Aluminum Shift Ball solves that problem with a 2-1/8 inch diameter that fills the palm for confident, positive shifts and a brushed black aluminum finish that looks at home in any performance-oriented cockpit.

The 16mm x 1.5 internal thread is engineered to work with MDL's line of thread reducer inserts, giving you the flexibility to mount this shift ball on virtually any shifter handle. Thread reducers are available in both SAE sizes (3/8-16, 3/8-24) and metric sizes (8mm-1.25, 9mm-1.25, 12mm-1.75) to accommodate Hurst, Lokar, TREMEC, and other popular shifter configurations. This universal approach means one shift ball works across multiple builds and applications.

Constructed from lightweight aluminum, this shift ball reduces rotating mass compared to heavier steel or weighted knobs - a deliberate choice for drivers who prioritize quick, precise shifts over added heft. The brushed aluminum base with black finish provides durability and corrosion resistance while maintaining a clean appearance that won't fade or chip under heavy use.

Note: This shift ball requires a separate thread reducer insert and jam nut (sold separately) to properly mount to your shifter handle. Check MDL's selection of thread reducers to find the correct adapter for your specific shifter lever thread size.

What's Included

• One 2-1/8 inch black aluminum shift ball with brushed finish and 5-speed pattern
• 16mm x 1.5 internal thread (thread reducer insert required - sold separately)

Key Features

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

Description

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

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

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

What's Included

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

Key Features

• Triple chrome-plated high-strength steel construction for lasting durability and show-quality appearance
• 6.38" tall with 0.75" setback
• 3/8"-16 thread accepts any Hurst shift knob or T-handle
• Two-bolt attachment fits Billet/Plus, Competition/Plus, and compatible Hurst shifters
• Iconic Hurst name stamped directly into the stick
• 0.375" bolt holes with 0.875" center-to-center spacing
• 10-degree backset angle for improved ergonomics

Description

When your Hurst shifter needs a fresh stick or you're dialing in the perfect shift throw geometry, this chrome Competition/Plus shifter stick delivers the legendary feel Hurst has been known for since 1958. Built for applications where specific height or offset is required, this replacement stick gives you the exact dimensions needed to optimize your shift pattern and driver positioning.

The high-strength steel construction receives triple chrome plating that won't fade or flake under hard use. At 6.38" tall with a compact setback, it positions your shift knob exactly where your hand expects it during aggressive driving. The setback also reduces the forward reach required in tight cockpits, making rowing through gears more natural and less fatiguing.

The two-bolt attachment system ensures this stick bolts directly to Billet/Plus and Competition/Plus shifters without modifications. Standard 3/8"-16 threads at the top accept any Hurst shift knob or classic T-handle, letting you complete the setup with your preferred grip. Whether you're restoring a classic muscle car or maintaining a performance build, this stick maintains the authentic Hurst feel that separates real shifters from imitations.

What's Included

• Triple chrome-plated steel shifter stick - 6.38" tall
• Hurst name stamped into stick body
• 3/8"-16 threaded top for shift knobs
• Two mounting bolt holes - 0.375" diameter, 0.875" center-to-center spacing

Key Features

• CNC-machined from solid billet aluminum for maximum rigidity and precise shifts
• Black anodized finish for durable corrosion resistance and professional appearance
• 8-inch straight lever design for optimal reach and shift feel
• Direct bolt-on fitment for TREMEC TKO-500, TKO-600, T-5, T-45 and T-56 with standard 2-bolt flange
• Also compatible with Richmond LGT 700 transmissions
• 3/8"-16 threaded stud accepts most aftermarket shift knobs
• Mounting holes: 3/8-inch diameter on 7/8-inch center-to-center spacing

Description

Factory shift levers are stamped steel compromises. This Bowler Performance billet aluminum shift lever eliminates flex and delivers the solid, precise feel that serious builds demand. CNC-machined from solid billet aluminum, the 8-inch straight design provides clean aesthetics and ergonomic positioning without kickback angle, making it ideal for applications where a vertical lever orientation works best.

The black anodized finish resists corrosion and looks sharp against any interior, whether you are building a pro-touring restomod or a dedicated track car. Unlike hollow or stamped levers, this solid billet construction means zero flex under aggressive shifting, translating your input directly to the transmission for positive gear engagement every time.

Designed specifically for TREMEC transmissions, this lever features direct bolt-on fitment for TKO-500, TKO-600, and T-56 transmissions equipped with the standard 2-bolt mounting flange. It is also compatible with Richmond LGT 700 units. The 3/8"-16 threaded stud at the top accepts most aftermarket shift knobs, letting you complete your interior exactly how you want it. Mounting holes are 3/8-inch diameter on 7/8-inch center-to-center spacing for secure, vibration-free installation.

What's Included

• Black anodized billet aluminum shift lever (8-inch, straight)
• Installation hardware

Key Features

• Precision-machined billet aluminum construction for maximum rigidity and zero flex
• Direct bolt-on fitment for TKO-500, TKO-600, T56, and T-5 shifters with standard 2-bolt flange
• Industrial through pocket design for clean shift knob mounting and structural strength
• 3/8"-16 threaded stud with included half nut for secure knob attachment
• 0.890" center-to-center bolt pattern with 3/8" diameter mounting holes
• 8" straight lever length positions knob at optimal height without tunnel mods
• Brushed aluminum finish for a professional, refined appearance
• Complete mounting hardware included for bolt-on installation

Description

Factory plastic shift levers flex under hard shifts and look out of place in a performance build. This Bowler billet aluminum lever solves both problems with precision-machined construction that delivers direct, solid shift feel while upgrading your interior aesthetics. The 8" straight design maintains stock shift geometry and throw while eliminating the sloppy flex inherent in OEM plastic levers.

The industrial through pocket design is what sets this lever apart from cheap alternatives. Rather than a simple drilled hole for the shift knob stud, the through pocket provides superior strength at the critical stress point where flex would otherwise occur. The 3/8"-16 threaded stud is machined directly into the lever body, not pressed in—so it stays put for the life of the lever regardless of how often you swap knobs.

Fitment is direct bolt-on for TREMEC TKO-500, TKO-600, and T56 transmissions equipped with the standard 2-bolt shifter flange, as well as the LGT 700. The mounting holes measure 3/8" diameter on 0.890" center-to-center spacing—matching the TREMEC factory pattern exactly. The brushed aluminum finish resists corrosion and complements both classic muscle car interiors and modern pro-touring builds.

Kit Includes

• 8" straight brushed billet aluminum shift lever
• 3/8"-16 half nut for shift knob mounting
• Mounting hardware

Key Features

• 6-inch straight billet aluminum lever with black anodized Midnight Series finish
• Direct bolt-on fitment for TREMEC and Borg Warner shifters with standard 2-bolt flange (7/8 in. center-to-center)
• Machined billet steel mounting stud, drilled and countersunk for included metric cap screws
• 3/8"-16 knob thread accepts most aftermarket shift knobs
• Fits T5, T45, T56, TKO-500, and TKO-600 transmissions
• Lifetime manufacturer warranty, made in the USA

Description

Stock shift levers often leave you reaching too far forward or fighting a bent design that compromises throw feel. This Lokar Midnight Series 6-inch straight shift lever solves that problem with a direct, no-bend design that puts the knob exactly where your hand naturally falls. The black anodized billet aluminum construction delivers the durability and precision that serious builds demand while complementing modern performance interiors.

Engineered as a direct bolt-on replacement for TREMEC and Borg Warner manual transmission shifters, this lever fits any shifter with the standard 2-bolt flange measuring 7/8 in. center-to-center between bolt holes. That covers T5, T45, T56, TKO-500, and TKO-600 applications. The machined billet steel mounting stud is drilled and countersunk for the included metric cap screws, delivering a clean installation with no visible fastener heads above the mounting plate.

The 6-inch length provides ideal leverage for quick, confident shifts without excessive throw. Standard 3/8"-16 threads at the top accept virtually any aftermarket shift knob, giving you full control over the final look and feel. Backed by Lokar's lifetime manufacturer warranty and made in the USA, this lever brings American craftsmanship to your drivetrain.

Kit Includes

• 6-inch straight black anodized billet aluminum shift lever
• Machined billet steel mounting stud
• Metric cap screws
• Lokar lifetime manufacturer warranty

Key Features

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

Description

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

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

Kit Includes

• 17-tooth speedometer driven gear, white plastic

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

Key Features

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

Description

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

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

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

Kit Includes

• 18-tooth yellow speedometer driven gear

Key Features

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

Description

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

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

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

What's Included

• One 19-tooth speedometer driven gear (pink)

Key Features

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

Description

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

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

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

What's Included

• One 20-tooth driven speedometer gear (black)

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

What's Included

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

Key Features

• 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

Key Features

• Engineered specifically for 1974-1978 Mustang II T5 swaps using stock MII bellhousing depth
• Also compatible with MDL T5 programs utilizing 1994-1995 input shaft length
• Bolts to stock frame mounting location - no modifications required
• Designed with clearance for exhaust system routing
• Works with stock rubber transmission mount for proper vibration isolation
• Includes mounting hardware for complete installation

Description

Bellhousing depth determines transmission mount position, and that creates a problem when swapping a T5 into your 1974-1978 Mustang II. Different bellhousing configurations place the transmission mount in different locations - use the wrong crossmember and you will fight alignment issues, driveline angles, and exhaust interference. This MDL crossmember solves that problem for builders using either the stock Mustang II V8 bellhousing or MDL's T5 program with the 1994-1995 input shaft length.

The crossmember bolts directly to the stock frame mounting points without cutting, drilling, or welding. The stock Mustang II transmission mount is retained.  (Pioneer p/n 622565 or EM-2566)  The design provides generous clearance for exhaust routing, eliminating the header and pipe interference issues that plague other mounting solutions. By using the stock rubber transmission mount, the crossmember maintains OEM-style vibration isolation while properly supporting the T5 at the correct height and angle for your driveline.

Choosing the correct crossmember depends entirely on your bellhousing selection. This version is designed specifically for the stock Mustang II bellhousing depth and MDL's 94-95 input shaft configuration. If you are using a Fox body bellhousing (1985-1993), that setup requires a different crossmember due to the shallower bellhousing depth placing the transmission mount approximately 11/16-inch further rearward. Contact MDL at 208-453-9800 if you need help determining which crossmember fits your specific combination.

What's Included

• T5 transmission crossmember for 1974-1978 Mustang II
• Mounting hardware

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

• 28-spline output shaft fitment for Ford T5, C4, Toploader, AOD, and AODE transmissions
• 1310 series universal joint compatibility with 1-1/16" bearing caps
• 6" overall length - short version for proper driveshaft geometry
• Cast steel construction for durability in street and performance applications
• Intentionally missing spline tooth allows transmission oil to circulate freely
• Manufactured by Neapco to OEM specifications

Description

The slip yoke is the critical link between your transmission output shaft and driveshaft - it has to match both ends perfectly or you're fighting vibration, binding, or accelerated wear. This Neapco 28-spline slip yoke solves the compatibility challenge for Ford drivetrains running T5 manual, C4 automatic, Toploader 4-speed, AOD, or AODE transmissions with 1310 series driveshafts.

At 6" overall length, this is the short variant designed for applications where existing driveshaft length is correct or close to correct. The cast steel body handles the torque demands of modified Ford powertrains while maintaining precise spline engagement with the transmission output shaft. The 1-1/16" bearing cap diameter fits standard 1310 series universal joints, making driveshaft service and U-joint replacement straightforward.

One detail you'll notice: there's a single tooth intentionally missing from the spline. This isn't a defect - it's engineered to allow transmission fluid to circulate freely within the yoke, preventing hydraulic lock and ensuring smooth operation. Neapco builds these yokes to tight tolerances for vibration-free performance.

A critical note for T5 conversions: if you're swapping from a C4 automatic or Toploader 4-speed, your existing driveshaft can often be reused if it's in good condition. However, C4 and Toploader driveshafts are typically too long for T5 applications and require cutting, re-welding, and rebalancing. Do not use this short yoke expecting it to compensate for incorrect driveshaft length - get the geometry right first. MDL provides a measuring guide to help you determine proper driveshaft dimensions for your application.

What's Included

• One 28-spline slip yoke, cast steel construction
• 1310 series U-joint mounting provision (1-1/16" caps)
• Access to MDL slip yoke measuring guide
• MDL lifetime technical support

Key Features

• 28-spline output shaft fitment for Ford T5, C4, Toploader, AOD, and AODE transmissions
• 1310 series universal joint compatibility with 1-1/16" bearing caps
• 6" overall length - short version for proper driveshaft geometry
• Cast steel construction for durability in street and performance applications
• Intentionally missing spline tooth allows transmission oil to circulate freely
• Manufactured by Neapco to OEM specifications

Description

The slip yoke is the critical link between your transmission output shaft and driveshaft - it has to match both ends perfectly or you're fighting vibration, binding, or accelerated wear. This Neapco 28-spline slip yoke solves the compatibility challenge for Ford drivetrains running T5 manual, C4 automatic, Toploader 4-speed, AOD, or AODE transmissions with 1310 series driveshafts.

At 6" overall length, this is the short variant designed for applications where existing driveshaft length is correct or close to correct. The cast steel body handles the torque demands of modified Ford powertrains while maintaining precise spline engagement with the transmission output shaft. The 1-1/16" bearing cap diameter fits standard 1310 series universal joints, making driveshaft service and U-joint replacement straightforward.

One detail you'll notice: there's a single tooth intentionally missing from the spline. This isn't a defect - it's engineered to allow transmission fluid to circulate freely within the yoke, preventing hydraulic lock and ensuring smooth operation. Neapco builds these yokes to tight tolerances for vibration-free performance.

A critical note for T5 conversions: if you're swapping from a C4 automatic or Toploader 4-speed, your existing driveshaft can often be reused if it's in good condition. However, C4 and Toploader driveshafts are typically too long for T5 applications and require cutting, re-welding, and rebalancing. Do not use this short yoke expecting it to compensate for incorrect driveshaft length - get the geometry right first. MDL provides a measuring guide to help you determine proper driveshaft dimensions for your application.

What's Included

• One 28-spline slip yoke, cast steel construction
• 1310 series U-joint mounting provision (1-1/16" caps)
• Access to MDL slip yoke measuring guide
• MDL lifetime technical support

Key Features

• Forged chromoly steel construction for maximum strength in high-horsepower applications
• 28-spline internal configuration for TREMEC and Ford transmissions
• 1330 series U-joint with 1-1/16-inch bearing cups
• 5.910-inch centerline-to-end length with 4.500-inch barrel
• 1.499-inch journal diameter for proper seal contact
• Black oxide finish inhibits rust and pitting
• Precision-machined splines mate smoothly with output shaft
• Smooth outer journal promotes proper fore/aft yoke action and prevents leaks
• Made in the USA

Description

Converting to a TREMEC manual or Ford automatic transmission often requires upgrading your slip yoke to handle increased torque and ensure proper driveline function. Factory cast yokes can become the weak link in a high-performance build -- this Sonnax forged chromoly slip yoke delivers the strength and precision your drivetrain demands, whether you're on the street, drag strip, or dirt oval track.

Forged from chromoly steel rather than cast, this 28-spline slip yoke starts with a material that offers superior tensile strength under load. All dimensions are precision-machined to guarantee a consistent, concentric slip yoke that eliminates vibration and binding. The clean-cut splines mate smoothly with the transmission output shaft, while the smooth outer journal provides uniform contact with the tail housing seal to prevent leaks and promote proper fore/aft yoke action.

The 1330 series U-joint configuration accepts bearing caps measuring 1-1/16 inches, providing the right balance of strength and serviceability for most street and performance applications. With a centerline-to-end length of 5.910 inches, a 4.500-inch barrel, and a 1.499-inch journal diameter, this yoke is built to OEM dimensional standards while exceeding factory strength.

Compatible with TREMEC TKO, TKX, Magnum, select T56, Ford C6, FMX, C4, AOD/AODE, T5, and Toploader transmissions. The black oxide finish resists corrosion while maintaining the precision surface finish required for optimal seal performance. Made in the USA.

What's Included

• One Sonnax forged chromoly slip yoke with black oxide finish
• 28-spline internal configuration
• 1330 series U-joint bores (1-1/16-inch bearing cup size)
• Lifetime technical support from MDL

Key Features

• Forged chromoly steel construction - significantly stronger than cast alternatives
• 28-spline internal configuration for secure output shaft engagement
• 1350 series U-joint compatibility with 1-3/16" cap diameter
• 5" barrel length for proper seal engagement and travel
• Precision machined from billet steel for exceptional balance and minimal runout
• Leak-tested to 40 PSI with O.D.-ground seal plug
• Clean-cut splines for smooth mating with output shaft
• Full-spline design (no counterbore)
• Fits C4, AOD, AODE, TREMEC T5, Ford Toploader, and BorgWarner T10 transmissions
• Made in the USA

Description

Upgrading your transmission often means your factory slip yoke becomes the weak link in the driveline. Whether you're converting to a TREMEC T5, Ford Toploader, C4, AOD, or AODE, this Sonnax forged chromoly slip yoke delivers the strength your high-horsepower application demands. Forged - not cast - chromoly steel handles the increased torque loads that modern builds produce, making this an essential upgrade for street, strip, and track duty.

Sonnax precision-machines every yoke from billet steel to guarantee exceptional balance and minimal runout. The 28-spline full-spline configuration engages securely with the transmission output shaft, while the clean-cut splines mate smoothly without the rough edges found on lesser yokes. The 1350 series U-joint ears accept 1-3/16" caps for compatibility with heavy-duty driveshaft assemblies.

Every Sonnax slip yoke is 100% leak-tested to 40 PSI, with the seal plug O.D.-ground for a superior seal against the transmission's rear output seal. The smooth outer journal provides uniform contact with the seal to prevent leaks and promote proper fore/aft yoke action. With a 5" barrel length, this yoke ensures adequate engagement in the tail housing bushing throughout the full range of suspension travel.

Compatible with C4, AOD, AODE automatics and TREMEC T5, Ford Toploader, and BorgWarner T10 manual transmissions equipped with 28-spline output shafts. Made in the USA by Sonnax at their ISO-9001 certified Vermont facility.

What's Included

• Sonnax forged chromoly slip yoke with 28-spline internal configuration
• Leak-tested seal plug (O.D.-ground for superior seal)