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
• 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 0.73:1 overdrive ratio available
• Shifter Stub Location: straight up on center line, 19.50” back from the bellhousing face

Description

Need overdrive performance in a tight engine bay? The TREMEC Super Duty T5 is the answer. As the smallest and lightest transmission in the TREMEC lineup, it fits where others simply cannot - making it the go-to choice for classic car retrofits, hot rods, and kit cars where space is at a premium. At just 75 lbs dry weight, you get 5-speed capability without the bulk of larger transmissions.

This Z-specification unit represents a significant upgrade over the original equipment T5s found in '83-'93 Mustangs. Where the '83-'84 non-World Class units ran a 2.95 first with 0.63 overdrive but suffered from weaker synchronizers, and the '85-'93 World Class versions switched to a 3.35 first with 0.68 overdrive, the Super Duty combines the best of both worlds: the preferred 2.95/0.63 gear set with World Class internals including carbon fiber synchro rings on gears 1-4, tapered carrier bearings, and main needle bearings. The steel front bearing retainer and Cobra-style pocket bearing eliminate common failure points that plagued earlier designs.

The 2.95 first gear provides strong acceleration off the line, while the deep 0.63 overdrive significantly reduces highway RPM - cutting noise, heat, and wear while improving fuel economy. This transmission safely handles 330 ft-lb of torque and is suitable for street cars up to 450 horsepower on DOT-approved tires. It serves as a direct replacement for 1983-1993 V8 Mustangs and is ideal behind any small-block Ford engine, or as an upgrade for inline-four and six-cylinder applications. Requires 2.75 quarts of ATF Dexron III fluid.

For 1994-1995 5.0L V8 Mustangs or 1994-1998 3.8L V6 Mustangs, see part number MD-552-0251-94 for the SN95 version with longer input shaft.

What's Included

• TREMEC Super Duty T5 transmission assembly (TREMEC part number 1352-251) with 2.95, 1.94, 1.34, 1.00, 0.63 gear ratios
• 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

• Cast aluminum construction - lightweight with excellent heat dissipation
• Direct bolt-on to 6-bolt Ford small blocks (289, 302, 351W, 351C, 5.0L) - no adapters required
• 157-tooth flywheel compatibility only - sized specifically for this ring gear configuration
• Compatible with cable and hydraulic clutch actuation (internal or external slave cylinders)
• Requires diaphragm-style pressure plate
• 4.850-inch bore diameter with 6.925-inch depth
• Includes pivot ball and washer for immediate installation
• Manufactured using Ford original tooling for OEM-spec fitment
• Made in the USA

Description

When you need to mate a Ford small block to a Borg Warner/TREMEC T5 transmission in your '83-'93 Mustang, or other cars, this cast aluminum bellhousing delivers a direct bolt-on solution without adapters, shims, or guesswork. Whether you're restoring a Fox-body five-speed to factory spec or swapping from an automatic, this bellhousing provides proper transmission alignment and clutch geometry straight out of the box.

Engineered specifically for the Ford 6-bolt small block pattern (289, 302, 351W, 351C, and 5.0L), this bellhousing is sized for 157-tooth flywheels only - ensuring correct ring gear engagement and starter alignment. The 4.850-inch bore and 6.925-inch depth accommodate standard clutch assemblies, while the machined register bore maintains concentricity for smooth clutch operation and extended bearing life. Note that this bellhousing requires a diaphragm-style pressure plate.

Clutch actuation flexibility is built in: run the factory Fox-body cable setup, upgrade to a hydraulic system with either internal or external slave cylinders, or use mechanical linkage with the appropriate fulcrum adapters. The included pivot ball and washer let you install the clutch fork immediately without hunting for hardware.

This is the same bellhousing sold under TREMEC part numbers TTEP8640 (legacy) and TTKT18087 (current), as well as Ford Racing M-6392-E. Manufactured using Ford original tooling, it serves as a direct replacement for OEM part numbers E3ZR6394AA and E6ZR-6394-AA. Cast aluminum construction saves weight over iron while dissipating heat more effectively during spirited driving.

What's Included

• Cast aluminum T5 bellhousing
• Hardened steel pivot ball
• Pivot ball washer
• Installation hardware
• Lifetime technical support

Features:

• Lightweight Cast Aluminum Design Similar to Original Equipment Bellhousings
• Lower Cost Option for Projects that do not Require a Steel SFI Rated Unit
• Direct Fit for 6-Bolt Block 289, 302, 351W or 351C Engine using a Ford Style T-5 Transmission
• Direct Fit for 6-Bolt Block 289, 302, 351W or 351C Engine using a Ford Style T5 Transmission
• Designed for Hydraulic or Cable Clutch Actuation
• Designed for 157 Tooth Flywheel and 10.5-inch Clutch to Maintain the Most Swap-Friendly Dimensions
• Includes Block Plate for a Complete Fitment Solution
• Includes Block Plate for a Complete Fitment Solution (With A 4.084 Inch Starter Register)
• Kit Includes Bellhousing Bolt Kit, Pivot Ball and Clutch Fork Cover

Key Features

• Spin-formed high-grade steel construction work-hardens to over 80,000 PSI -- more than twice the strength of rolled or stamped steel bellhousings
• 6.925-inch bellhousing depth with universal 4.850/4.910-inch transmission bore
• Requires 157-tooth flywheel with maximum 10.5-inch clutch diameter
• Approximately 20 lbs. -- lightweight design without sacrificing protection
• Universal fit bellhousing (not vehicle-specific) -- ideal for engine swaps and custom builds
• Compatible with mechanical, cable, or hydraulic clutch release systems
• Non-SFI certified (not legal for quarter-mile times of 11.49 or faster)
• 100% made in the USA

Description

Eliminate bellhousing flex and the accelerated drivetrain wear that comes with it. The QuickTime RM-6060 steel bellhousing connects Ford small block engines (289, 302, 351C, 351W) to Ford T5 Mustang, TKO 500/600, TKX, or TR3550 transmissions using standard-length input shafts. Unlike cheaper alternatives made from rolled or stamped steel, QuickTime's unique spin-forming process creates a cone that maintains perfect engine-to-transmission alignment throughout the entire RPM range.

The engineering advantage is measurable: high-grade steel that work-hardens to over 80,000 PSI delivers more than twice the strength of competing steel bellhousings while keeping weight down to approximately 20 pounds. This rigidity translates directly to reduced input shaft wear, consistent clutch engagement, and improved power transfer. The bellhousing is 6.925 inches deep with a universal transmission bore of 4.850/4.910 inches, designed for use with 157-tooth flywheels and clutches up to 10.5 inches.

This is a universal-fit bellhousing -- not vehicle-specific -- making it ideal for engine swaps, restomod builds, and custom applications where the factory bellhousing won't work. Universal shifter fork brackets accommodate mechanical, cable, or hydraulic clutch linkages. Note that transmission mounting bolts are not included. QuickTime holds patents on 16 points of bellhousing design and process, with input from OEM engineers, engine builders, transmission builders, and racers. Made in the USA.

Important: This bellhousing is NOT SFI certified. Many sanctioning bodies require SFI 6.1 certification for cars running 11.49 or faster in the quarter mile. If you need SFI certification, see QuickTime RM-6065.

Kit Includes

• QuickTime RM-6060 steel bellhousing with black painted finish
• Full engine block plate
• Pivot ball
• Universal shifter fork brackets (for diaphragm or cable-operated linkage)
• Grade 8 mounting bolts (engine side)
• Installation instructions
• MDL lifetime technical support

Key Features

• SFI 6.1 certified - required for quarter-mile times of 11.49 seconds or faster
• Spun cone construction - not rolled or stamped - for maximum dimensional stability and accuracy
• High-grade steel work hardens to over 80,000 PSI strength
• Over twice the strength of other steel bellhousings at only 22 pounds
• Universal transmission bore: 4.850/4.910 inches
• 6.925-inch bellhousing depth
• Uses 157-tooth flywheel with clutches up to 10.5 inches
• Universal fit - not vehicle specific
• Compatible with cable, hydraulic, or mechanical clutch release
• Pivot ball and fork brackets included
• 100% made in the USA

Description

When you're running deep into the 11s or faster, track officials aren't going to let you stage without an SFI-certified bellhousing. The QuickTime RM-6065 delivers that certification while solving another critical problem: bellhousing flex. Lesser bellhousings made from rolled or stamped steel distort under load, causing accelerated wear on your input shaft, pilot bearing, and clutch assembly. QuickTime's patented spin-forming process creates a bellhousing that maintains perfect engine-to-transmission alignment throughout the entire RPM range.

The difference is in the manufacturing. QuickTime cones are spun rather than rolled or stamped, resulting in the most dimensionally stable bellhousing on the market. This high-grade steel construction work hardens to over 80,000 PSI - more than twice the strength of conventional steel bellhousings - while keeping weight down to just 22 pounds. The compact design provides clearance for headers without requiring tunnel modifications.

The RM-6065 connects 6-bolt small block Ford engines (289, 302, 351W, 351C) to Ford-pattern T5 (standard-length input shaft), TR3550, TKO 500/600, or TKX transmissions. The universal 4.850/4.910-inch transmission bore accommodates all these gearboxes, while the 157-tooth flywheel compatibility and 10.5-inch maximum clutch diameter handle serious power. Universal fork brackets work with diaphragm or cable-operated linkage, and the bellhousing accepts cable, hydraulic, or mechanical clutch release systems.

This is a universal fit bellhousing - not vehicle specific - making it ideal for swaps, restorations, and custom builds where you need proven SFI 6.1 protection without compromise. Proudly made in the USA with patents on 16 points of bellhousing design and process.

Kit Includes

• QuickTime RM-6065 steel bellhousing with black finish
• Full engine block plate
• Pivot ball
• Fork brackets
• Grade 8 mounting hardware
• Installation instructions

Note: Transmission mounting bolts not included.

Key Features

• 0.080-inch thick steel construction -- equivalent to OEM Ford Racing M-7007-B specifications
• Clear zinc plating prevents rust and provides superior corrosion resistance versus unplated steel
• 6-bolt mounting pattern matches Ford Small Block engine configuration
• 157-tooth flywheel ring gear compatibility for T5, TKO, and TKX transmissions
• Positions starter to ensure proper starter drive to flywheel ring gear alignment
• Direct bolt-on installation -- no modifications required to engine block or bellhousing
• Works with MDL aluminum bellhousings MD-401-1101 (T5) and MD-401-1401 (TKO)

Description

Block plates solve a critical alignment issue in manual transmission swaps and rebuilds. These metal plates sit between your engine block and transmission bellhousing, positioning the starter to ensure proper starter drive engagement with your flywheel ring gear. Without the correct plate for your flywheel tooth count, the starter pinion may crash into the ring gear or fail to engage entirely -- causing starter kickout, flywheel damage, or both.

This MDL block plate is engineered to OEM Ford Racing M-7007-B specifications, manufactured from 0.080-inch thick steel for maximum strength and longevity. The clear zinc plating sets it apart from unfinished factory-style alternatives -- protecting against rust and corrosion in harsh engine bay environments while providing a cleaner, more finished appearance. The plate also helps contain flywheel or clutch breakage, adding an extra layer of safety to your drivetrain.

The 6-bolt mounting pattern fits Ford Small Block engines including 289, 302, 351W, and 5.0L applications. Designed specifically for 157-tooth flywheel configurations, this plate ensures correct starter indexing when paired with T5, TKO, or TKX transmissions. Works seamlessly in front of MDL's aluminum bellhousings for T5 (MD-401-1101) and TKO (MD-401-1401) applications. Installs easily with no modifications to your engine block or bellhousing.

What's Included

• 1x Block plate -- 0.080-inch thick steel with clear zinc plating

Key Features

• Grade 8 fasteners with black phosphate and oil finish for corrosion resistance
• Complete hardware set eliminates hunting for individual bolts at the hardware store
• Designed specifically for Ford T5 transmissions paired with aluminum bellhousings
• Professional-grade strength for reliable transmission mounting

Description

Nothing derails a transmission swap faster than missing or mismatched hardware. This complete install hardware kit delivers all the fasteners needed to properly secure your Ford T5 transmission to an aluminum bellhousing, saving you from the frustration of chasing down individual bolts with oddball thread pitches and head sizes.

Every fastener in this kit is Grade 8 construction, providing superior tensile strength compared to factory hardware or generic hardware-store bolts. The black phosphate and oil treatment delivers excellent corrosion resistance, ensuring your installation hardware won't rust out and compromise critical mounting points over time. These fasteners are purpose-built for this application - no sorting through bins at the hardware store trying to find the right combination of thread pitch, length, and head size.

Whether you're completing a T5 swap, refreshing a tired installation, or replacing hardware that was lost or damaged during a teardown, this kit gets you back to wrenching instead of hunting parts. Compatible with Ford T5 transmissions and aluminum bellhousing applications across most Ford platforms.

What's Included

• Complete set of Grade 8 fasteners with black phosphate and oil treatment
• All necessary mounting hardware for Ford T5 to aluminum bellhousing installation

Key Features

• Complete fastener set for mounting Ford T5 transmission to Small Block Ford steel bellhousing
• Metric thread transmission-to-bellhousing bolts sized specifically for T5 applications
• Eliminates hardware store guesswork with correct thread pitch, length, and head style
• Proper fastener grade for secure drivetrain connection
• Direct replacement for worn, stripped, or missing factory hardware

Description

Installing a Ford T5 transmission with a steel bellhousing means dealing with hardware that's easy to get wrong. The T5's transmission-to-bellhousing bolts are metric thread--a detail that catches many builders off guard when mixing SAE and metric fasteners. This install hardware kit from MDL provides the correct fasteners for Small Block Ford steel bellhousing applications, so you're not hunting through bins at the hardware store trying to match thread pitch and head size.

Steel bellhousings require specific bolt lengths and configurations that differ from aluminum bellhousing setups. This kit is assembled specifically for SBF steel bellhousing applications, ensuring proper thread engagement and secure mounting. Whether you're completing a 5-speed swap, replacing corroded hardware during a rebuild, or upgrading from a worn factory set, having the right fasteners eliminates fitment headaches.

The kit includes all necessary fasteners to complete the bellhousing-to-transmission connection. Each component is selected for the correct thread size and grade to handle the loads a drivetrain connection demands.

What's Included

• Transmission-to-bellhousing mounting bolts (metric thread) [VERIFY: exact quantity and dimensions]
• Associated washers and hardware as required for steel bellhousing installation [VERIFY: complete contents list]

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 19 lbs - significantly lighter than cast iron OEM units
• 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

When you're building a high-output Ford small block that needs to shed rotating mass without sacrificing durability, this Lighten Billet Steel Flywheel delivers. Machined from billet steel and weighing just 19 pounds, it removes significant weight compared to cast iron factory flywheels - translating to quicker engine response and faster acceleration through the gears.

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 (19 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: [VERIFY: Product description states 22 lbs, custom field states 19 lbs - confirm correct weight]
• 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
• 19 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 (19 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 -- stronger than cast iron with reduced rotational mass at just 19 lbs
• 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 (19 lbs) 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
• Lightened design at 22 lbs. [VERIFY: custom field lists 19 lbs., description states 22 lbs.] - reduced rotational mass for improved throttle response
• 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

Clutch & Brake Pedal Pad | 1979-1993 Mustang | Manual Transmission

Key Features

• Daniel Carpenter reproduction built to OEM specifications for factory fit
• Ribbed texture surface for positive pedal grip during shifting and braking
• Slip-on installation over factory metal pedal assembly - no tools required
• Direct replacement for OEM part number D1FZ-2457-B
• Also fits 1974-1978 Mustang II and 1979-1986 Mercury Capri
• Sold individually - order two for complete brake and clutch pedal refresh

Description

Worn-out pedal pads are a common problem on Fox Body Mustangs - after decades of hard shifting, heavy braking, and daily driving, the original rubber wears smooth or disappears entirely. When you can see metal through your pedal pad or your foot slips during aggressive driving, it's time to replace. This Daniel Carpenter reproduction pedal pad restores proper grip and factory appearance to your 1979-1993 Mustang's clutch and brake pedals.

Daniel Carpenter is a trusted name in the Mustang restoration community, known for producing high-quality reproduction parts built to OEM specifications. This pedal pad replicates the original D1FZ-2457-B design with ribbed texture that provides consistent traction whether you're heel-and-toeing through corners or modulating the clutch in stop-and-go traffic. The quality rubber construction delivers longer service life than worn factory pads.

Installation takes minutes with no special tools. Simply pull off the old pad (or what's left of it) and slip the new pad over the metal pedal until the retaining lips seat fully around the perimeter. The factory-style fit ensures the pad stays firmly in place without twisting or shifting during use.

Direct replacement for all 1979-1993 Mustangs with manual transmissions. Also fits 1974-1978 Mustang II and 1979-1986 Mercury Capri manual transmission applications. Sold individually - Ford used identical pads for both brake and clutch pedals on these models, so order two for a complete pedal refresh.

What's Included

• One (1) black rubber pedal pad with ribbed texture
• Slip-on design fits factory metal pedal assembly

Key Features

• Aluminum quadrant replaces failure-prone OE plastic unit for long-term reliability
• Fully adjustable cable at the clutch fork for precise pedal engagement tuning
• Self-adjusting cable with high-lubricity liner for smooth operation and consistent pedal feel
• Complete kit - includes all components needed to convert stock non-adjustable setup
• Direct-fit Ford Performance engineering (M-7553-B302) for 1982-1995 V8 Mustangs
• Compatible with OE Bendix 8-inch brake boosters
• Pull-style clutch fork applications only

Description

The factory plastic clutch quadrant in Fox-body and SN95 Mustangs is a notorious weak point - it cracks under stress, degrades with heat cycling, and when it fails, you're stuck. This Ford Performance Adjustable Clutch Cable Kit (M-7553-B302) solves both the reliability and adjustability problems in a single upgrade, replacing the fragile OE quadrant with a machined aluminum unit and adding full cable adjustability at the clutch fork.

The self-adjusting cable features a high-lubricity liner that delivers smooth operation and improved pedal feel compared to worn stock components. Unlike the OE setup, this kit lets you dial in clutch pedal travel to match your driving habits - whether you prefer a stock-like feel or need to accommodate an aggressive aftermarket clutch setup with different engagement characteristics.

This is a complete conversion kit engineered by Ford Performance. All necessary hardware is included to convert your stock non-adjustable clutch cable to a fully adjustable type - no additional parts to source, no surprises mid-install. The aluminum quadrant construction stands up to abusive track use and aggressive driving that would destroy the plastic OE component.

Fits 1982-1995 V8 Mustangs with manual transmissions. This kit requires a pull-style clutch fork and will not work with push-style applications. Compatible with OE Bendix 8-inch brake boosters but not Midland brake boosters (band clamp style) or certain aftermarket 8-inch and larger units. Note: If running headers, shorties with at least one inch of clearance are recommended - excessive heat from headers can damage the cable's outer casing and restrict movement.

What's Included

• Ford Performance adjustable clutch cable with high-lubricity liner
• Machined aluminum quadrant (replaces plastic OE unit)
• All necessary mounting hardware
• Ford Performance installation instructions
• MDL technical support

Key Features

• Exact reproduction of original Ford specification
• Durable spring steel construction for long-lasting retention
• Secures clutch cable to bellhousing and prevents cable movement
• Direct fit for all 1979-2004 Mustang manual transmission applications

Description

A missing or broken clutch cable retaining clip is a common headache on Fox-body, SN95, and New Edge Mustangs. Without it, your clutch cable can slip and shift inside the bellhousing, leading to inconsistent pedal feel, premature cable wear, and potential binding. This simple but critical clip keeps everything locked in place.

This retaining clip slides into the groove of the clutch cable after it passes through the bellhousing. Once seated, it holds the cable securely and prevents any lateral movement during clutch operation. The spring steel construction provides the right balance of flexibility for installation and the rigidity needed to maintain a solid hold under repeated cycling.

Engineered as an exact reproduction of the original Ford part, this clip delivers OE fit and function across all 1979-2004 Mustang models equipped with a cable-actuated clutch. Whether you are replacing a lost clip during a transmission swap or restoring proper clutch feel on a daily driver, this is the correct part for the job.

What's Included

• Spring steel clutch cable retaining clip (1)

R-Series 5-Speed Black Shift Ball with Pearl-Gray Racing Stripe

Key Features

• 2-1/8" diameter high-impact polymer resin engineered for performance-level torque and temperature demands
• Subsurface pearl-gray racing stripe graphics permanently inlaid beneath the surface - cannot wear, fade, or peel
• 16mm x 1.50 solid brass master insert exceeds 200 ft-lbs static pull and 20 ft-lbs twist torque industry specs
• Precision-machined and polished to a high-gloss finish
• 4-ounce weight for optimal shift feel without excessive mass
• Made in the USA with proprietary polymer resin formulated to resist stress cracking

Description

Ditch the factory plastic shift knob that cracks, fades, and looks tired after a few seasons. This R-Series shift ball is built from specially formulated high-impact polymer resin designed specifically for the automotive industry - engineered to handle performance-level torque loads and temperature extremes without developing stress cracks over time.

The pearl-gray racing stripes that wrap around this 2-1/8" diameter ball are not painted, printed, or applied as decals. They are permanently inlaid beneath the surface during manufacturing, giving you graphics that physically cannot wear off no matter how many miles you put on the car. The entire surface is precision-machined and polished to a high-gloss finish that maintains its showroom appearance under daily use.

At the core sits a 16mm x 1.50 solid brass master insert that exceeds the automotive industry specification of 200 ft-lbs static pull and 20 ft-lbs twist torque - this knob is not coming loose. The included brass jam nut locks everything down tight. Thread adapters are available if your shifter uses a different thread pattern.

Direct fitment for 2011-2017 Mustang V6, 2015-2022 Mustang EcoBoost, 2011-2022 Mustang GT, 2012-2013 Mustang Boss 302, 2014-2019 Fiesta ST, 2013-2018 Focus ST, and 2016-2018 Focus RS models. Note: Not compatible with 2011-2014 Shelby GT500s or 2015-2020 Shelby GT350/GT350R Mustangs (different thread pattern required). Made in the USA.

Kit Includes

• R-Series 2-1/8" black shift ball with pearl-gray racing stripe graphics
• 16mm x 1.50 solid brass master insert (installed)
• Brass jam nut

Key Features

• 2-1/8" diameter high-impact polymer resin construction formulated for performance-level torque and temperature demands
• Subsurface red racing stripe graphics embedded during manufacturing--cannot chip, fade, or wear off
• Clean racing stripe design without 5-speed shift pattern graphics on surface
• 16mm x 1.50 brass master insert with jam nut included
• Lightweight 4-ounce design for positive shifts without stressing shifter mechanisms
• Thread adapters available for non-16mm applications
• Made in the USA by a manufacturer shifting gears since 1952

Description

When your 5-speed build demands a clean, race-inspired aesthetic without the visual clutter of shift pattern graphics, the R-Series delivers. This premium shift knob features bold red racing stripes on a black body--nothing else. No numbers, no gate patterns, just the classic motorsport look that belongs in serious performance builds.

The construction isn't generic plastic. This knob is made from specially formulated high-impact polymer resin specifically designed to meet performance-level torque and temperature requirements. Where cheap knobs crack under UV exposure and temperature cycling, this formulation stays solid season after season. The red racing stripes are subsurface--embedded during manufacturing rather than painted or printed on top--so they physically cannot chip, fade, or wear off no matter how many shifts you bang through.

The 16mm x 1.50 brass master insert provides solid, rattle-free engagement with your shifter, and the included jam nut locks everything tight. At 4 ounces, this knob adds just enough mass for positive, confident shifts without the excessive weight that can stress shifter mechanisms over time. The 2-1/8" diameter provides excellent grip while maintaining classic proportions.

Direct fitment for 2011-2017 Mustang V6, 2015-2022 Mustang EcoBoost, 2011-2022 Mustang GT, 2012-2013 Mustang Boss 302, 2014-2019 Fiesta ST, 2013-2018 Focus ST, and 2016-2018 Focus RS. Not compatible with 2011-2014 Shelby GT500s or 2015-2020 Shelby GT350/GT350R Mustangs due to different thread requirements (GT500 uses 10mm x 1.25). Thread adapters are available for other applications--contact us with your shifter's thread size. Made in the USA.

What's Included

• One 2-1/8" diameter black polymer resin shift knob with red racing stripes
• 16mm x 1.50 brass master insert (pre-installed)
• Brass jam nut

Key Features

• Subsurface white racing stripe graphics that cannot wear off
• Specially formulated high-impact polymer resin designed for performance-level torque and temperature requirements
• 16mm x 1.50 brass master insert exceeds 200 ft-lb static pull and 20 ft-lb twist torque specs
• 2-1/8" diameter professional racing design
• 4-ounce weight for optimal shift feel
• Precision machined and polished to a high-gloss finish
• Stress-crack resistant polymer formulated specifically for automotive use
• Made in the USA

Description

Upgrade your interior with this R-Series 5-speed shift ball featuring a classic white racing stripe on black polymer resin. The clean stripe graphic runs across the top of the ball without intersecting the 5-speed shift pattern, delivering a professional motorsport aesthetic that complements any performance build.

This shift ball is constructed from specially formulated high-impact polymer resin specifically designed to meet performance-level torque and temperature requirements. Unlike cheap plastic alternatives, this polymer is formulated specifically for the automotive industry to resist stress cracking with age. The white stripe graphics are subsurface--embedded in the material itself--so they cannot wear off even after years of hard shifting.

The 16mm x 1.50 brass master insert exceeds automotive industry specifications of 200 ft-lb static pull and 20 ft-lb twist torque, ensuring the knob stays locked to your shift lever under aggressive driving. At 4 ounces, this shift ball provides the right heft for positive shift engagement without being too heavy for rapid-fire gear changes. The polymer construction is precision machined and polished to a high-gloss finish for a quality look and feel.

Direct fitment for 2011-2017 Mustang V6, 2015-2022 Mustang EcoBoost, 2011-2022 Mustang GT, 2012-2013 Boss 302, 2014-2019 Fiesta ST, 2013-2018 Focus ST, and 2016-2018 Focus RS models. Not compatible with 2010-2014 GT500 (requires 10mm x 1.25 thread) or 2015-2020 GT350/GT350R models. Thread reducers available separately for other applications. Made in the USA by a manufacturer that has been shifting gears since 1952.

What's Included

• R-Series black polymer shift ball with white racing stripe (2-1/8" diameter)
• 16mm x 1.50 brass master insert (installed)
• Brass jam nut

Key Features

• High-impact polymer resin engineered for performance-level torque and temperature demands
• 2-1/8" diameter with 4-ounce lightweight construction
• Subsurface graphics permanently embedded -- will not wear, chip, or fade
• 16mm x 1.50 brass master insert with jam nut included
• Clean racing stripe design without shift pattern markings
• Direct fit for 2011-2022 Mustang, Fiesta ST, Focus ST, and Focus RS applications
• Made in the USA by a manufacturer with 65+ years of shifter expertise

Description

The factory shift knob is one of the most-touched surfaces in your cockpit, and worn plastic or faded graphics detract from an otherwise clean interior. The R-Series 5-Speed Shift Knob delivers a premium upgrade with subsurface graphics that cannot wear off, chip, or fade under years of hard use. The gray base with white racing stripe offers a clean, period-correct aesthetic that works equally well in restored classics and modern performance builds.

Built from specially formulated high-impact polymer resin, this shift knob meets performance-level requirements for both torque resistance and temperature stability. The material will not develop stress cracks with age, and the brass master insert exceeds automotive industry specifications. At just 4 ounces, the lightweight construction delivers responsive shifting feel without adding unnecessary mass to the shift lever.

The 2-1/8" diameter provides an optimal grip size for quick, confident shifts. This design omits shift pattern markings, giving you a clean look that suits any 5-speed application. The 16mm x 1.50 brass master insert threads directly onto factory Ford shift levers, with a jam nut included for secure installation. Thread adapters are available separately for applications requiring different thread sizes.

Compatible with 2011-2017 Mustang V6, 2015-2022 Mustang EcoBoost, 2011-2022 Mustang GT, 2012-2013 Boss 302, 2014-2019 Fiesta ST, 2013-2018 Focus ST, and 2016-2018 Focus RS. Not compatible with 2011-2014 Shelby GT500 (requires 10mm x 1.25 thread) or 2015-2020 Shelby GT350/GT350R. Made in the USA.

What's Included

• R-Series gray polymer resin shift knob with white racing stripe
• 16mm x 1.50 brass master insert (installed)
• Jam nut

R-Series 5-Speed White Shift Ball | Black Racing Stripe | 2-1/8" | 16mm Insert

Key Features

• R-Series premium 2-1/8" diameter white polymer resin with black racing stripes that do not intersect the shift pattern
• 16mm x 1.50 solid brass master insert exceeds auto industry specs: 200 ft. lbs. static pull and 20 ft. lbs. twist torque
• Subsurface graphics that cannot wear off, fade, or peel
• High-impact polymer resin engineered to resist stress cracks and withstand performance-level torque and temperature
• 4-ounce weight provides positive shift engagement without excessive heat retention
• Compatible with 2011-2022 Mustang, Focus ST/RS, and Fiesta ST via thread reducers
• Made in the USA

Description

Ditch the hollow factory plastic and upgrade to an R-Series shift ball built to perform. This 2-1/8" diameter white shift knob features bold black racing stripes that frame the 5-speed shift pattern without crossing through it -- a clean, purposeful design that looks right in any classic muscle car, late-model pony car, or hot hatch interior.

The engineering starts where it counts: at the 16mm x 1.50 solid brass master insert. This insert exceeds the auto industry's specification of 200 ft. lbs. static pull and 20 ft. lbs. twist torque, so it won't strip, spin, or work loose no matter how hard you bang through gears. The polymer resin body is specially formulated to resist stress cracks with aging and handles the temperature swings and abuse of daily driving and track use alike.

Unlike painted or printed shift knobs that wear through to bare plastic within a season, the R-Series uses subsurface graphics embedded beneath the polished surface. The stripes and shift pattern cannot wear off, fade, or peel -- they're part of the knob itself. At 4 ounces, the weight delivers positive shift engagement and tactile feedback without the palm-burning heat retention of metal alternatives on summer days.

Fits 2011-2017 Mustang V6, 2015-2022 Mustang EcoBoost, 2011-2022 Mustang GT, 2012-2013 Mustang Boss 302, 2014-2019 Fiesta ST, 2013-2018 Focus ST, and 2016-2018 Focus RS when paired with appropriate thread reducers (sold separately). Not compatible with 2010-2014 Shelby GT500, 2015-2020 Shelby GT350, or GT350R Mustangs due to different thread requirements. Built in the USA by a manufacturer that has been shifting gears since 1952.

What's Included

• R-Series white shift ball with black racing stripes (2-1/8" diameter)
• 16mm x 1.50 solid brass master insert (pre-installed)
• Brass jam nut

Key Features

• High-impact polymer resin construction engineered for performance-level torque and temperature demands
• Subsurface graphics permanently embedded during manufacturing - cannot wear, chip, or fade
• 16mm x 1.50 brass master insert with included jam nut for secure, rattle-free mounting
• Lightweight 4-ounce design reduces shift effort and improves tactile feedback
• 2-1/8" diameter provides optimal palm grip for quick, confident shifts
• 5-speed shift pattern - gray rally stripes do not intersect the gear graphics
• Direct fit for 2011-2022 Mustang GT, V6, EcoBoost, Boss 302, plus Focus ST/RS and Fiesta ST
• Made in the USA

Description

Upgrade your interior with the R-Series 5-speed shift ball, combining classic rally-inspired aesthetics with materials engineered for years of aggressive shifting. The white polymer resin body with dual gray racing stripes delivers that authentic motorsports look while the specially formulated high-impact resin handles the thermal cycling and mechanical stress of performance driving without cracking, fading, or becoming brittle.

Unlike cheap printed or decal-based shift knobs, the R-Series features subsurface graphics that are embedded into the resin during manufacturing. The 5-speed shift pattern and racing stripes are part of the knob itself - they cannot wear off, chip, or fade no matter how many miles you put on them. The stripes are positioned to complement the shift pattern without crossing through the gear graphics, maintaining a clean, professional appearance.

The 16mm x 1.50 brass master insert threads securely onto your shift lever, and the included jam nut locks everything in place to eliminate loosening or rattle. At just 4 ounces, this shift ball keeps rotating mass low for quicker shifts and better feedback through your hand. The 2-1/8" diameter fits naturally in your palm - large enough for positive grip, not so big it becomes awkward during spirited driving.

Compatible with 2011-2017 Mustang V6, 2015-2022 Mustang EcoBoost, 2011-2022 Mustang GT, 2012-2013 Boss 302, 2014-2019 Fiesta ST, 2013-2018 Focus ST, and 2016-2018 Focus RS. Not compatible with 2011-2014 Shelby GT500 (requires 10mm x 1.25 thread), 2015-2020 Shelby GT350, or GT350R. Thread adapters are available separately for applications with different shift lever threads. Made in the USA.

What's Included

• R-Series 5-speed shift ball in white high-impact polymer resin with gray rally stripes
• 16mm x 1.50 brass master insert (installed)
• Jam nut for secure mounting

Rally Series 5-Speed Shift Knob | Black with Pearl Gray Stripes | 2-1/8" | 16mm

Key Features

• 2-1/8" diameter high-impact polymer resin body -- formulated specifically for automotive performance temperature and torque demands
• 16mm x 1.50 brass master insert exceeds 200 ft-lb static pull and 20 ft-lb twist torque specifications
• Subsurface pearl gray rally stripe graphics embedded into the material -- will not chip, peel, or wear off
• Rally stripes follow the 5-speed shift pattern layout for classic racing aesthetics
• 4-ounce weight provides solid shift feel without excessive mass
• Precision machined and polished to high-gloss finish
• Compatible with thread reducers for universal shift lever fitment (sold separately)
• Made in the USA

Description

Cheap plastic shift knobs crack, fade, and lose their graphics after a few seasons of hard driving. The Rally Series solves that problem with a premium 2-1/8" diameter knob that combines classic rally racing aesthetics with materials engineered specifically for performance applications.

The knob body uses a specially formulated high-impact polymer resin developed for the automotive industry -- not generic plastic that develops stress cracks with age and temperature cycling. This material maintains structural integrity through years of daily driving and spirited shifting. The pearl gray rally stripes are applied subsurface during manufacturing, embedded into the material itself rather than painted on top. They will never chip, peel, or wear off no matter how many miles you put on the shifter.

The 16mm x 1.50 brass master insert exceeds automotive industry specifications for static pull (200 ft-lb) and twist torque (20 ft-lb), ensuring rock-solid engagement with your shift lever. The included brass jam nut locks the knob securely in place. Thread reducers are available separately for compatibility with common shift lever threads including 5/16-18, 3/8-16, 3/8-24, 7/16-20, 1/2-13, 1/2-20, and various metric sizes -- contact MDL to confirm the correct adapter for your application.

At 4 ounces, this knob delivers the right balance between a solid palm feel and quick, precise shifts. The precision-machined polymer is polished to a high-gloss finish that resists scratching and maintains its appearance through years of use. Made in the USA by a manufacturer that has been producing quality shift knobs since 1952.

What's Included

• One Rally Series 5-speed shift knob -- black polymer resin with pearl gray rally stripes
• One 16mm x 1.50 brass master insert (pre-installed)
• One brass jam nut

Key Features

• Precision 2-1/8 in. diameter black polymer resin construction with subsurface red rally stripes through the 5-speed shift pattern
• 16mm x 1.50 brass master insert with jam nut - exceeds 200 ft-lbs static pull and 20 ft-lbs twist torque
• Subsurface graphics are permanent - will not chip, fade, or wear off
• Rally stripe red closely matches MOPAR Bright Red/Stryker Red, Ford Vermilion Red/Fleet Red/Rangoon Red, and Corvette Rally Red/GM Victory Red
• High-impact polymer resin formulated for automotive temperature extremes and repeated high-torque shifting
• Lightweight 4-ounce design with precision-machined, high-gloss polished finish
• Compatible with thread reducing adapters for universal shift lever fitment
• Made in the USA

Description

Give your 5-speed manual a period-correct rally look with this premium shift ball featuring bold red racing stripes that flow through the engraved shift pattern. Unlike cheap aftermarket knobs with printed or painted graphics, the red stripes on this Rally Series ball are embedded subsurface during manufacturing - they're permanent and will never chip, peel, or fade no matter how many miles you put on the car.

The high-impact polymer resin is specifically formulated for automotive applications, engineered to resist stress cracking through years of temperature cycling and aggressive shifting. Unlike metal knobs that freeze your hand in winter and burn it in summer, polymer maintains a comfortable grip year-round. The precision-machined surface receives a high-gloss polish that holds up to daily use.

At the core sits a 16mm x 1.50 brass master insert that exceeds automotive industry specifications - tested to 200 ft-lbs static pull strength and 20 ft-lbs twist torque resistance. This isn't a threaded plastic insert that will strip or pull out; it's a solid brass core that will outlast the vehicle. The 16mm thread pitch works with reducing adapters (sold separately) to fit virtually any shift lever thread pattern from classic American iron to late-model applications. Know your shift lever's thread size when ordering so we can recommend the right adapter.

The rally stripe red is color-matched to factory racing colors including MOPAR Bright Red and Stryker Red, Ford Vermilion Red, Fleet Red, and Rangoon Red, plus Corvette Rally Red and GM Victory Red. At just 4 ounces, it provides positive feedback during shifts without adding unnecessary weight to your shifter assembly. Made in the USA by a manufacturer that has been producing precision shift knobs since 1952.

What's Included

• One Rally Series 5-speed shift ball in black polymer resin with red rally stripes
• 16mm x 1.50 brass master insert (pre-installed)
• Jam nut for secure mounting

Key Features

• 2-1/8" diameter high-impact polymer resin designed for performance torque and temperature demands
• Subsurface white rally stripe graphics with 5-speed shift pattern - cannot wear, fade, or chip off
• 16mm x 1.50 brass master insert with included jam nut
• Lightweight 4-ounce design for precise shift feel
• Precision-machined and polished to a high-gloss finish
• Brass insert exceeds 200 ft. lbs. static pull and 20 ft. lbs. twist torque industry specifications
• Stress-crack resistant polymer formulated specifically for automotive use
• Made in the USA

Description

The Rally Series shift ball delivers classic motorsport styling with graphics that will never let you down. Unlike surface-printed knobs that wear through after a few thousand shifts, this ball features subsurface white rally stripes that run through the complete 5-speed pattern. The graphics are embedded within the material itself, making them completely impervious to wear, heat, UV exposure, and the oils from your hands.

Construction is high-impact polymer resin specifically formulated for the automotive industry. This isn't generic plastic that develops stress cracks with age and thermal cycling - it's an engineered material designed to handle the torque loads and temperature swings of performance driving while maintaining its structural integrity and high-gloss finish for years. The 2-1/8" diameter provides a comfortable, substantial grip that fills your palm naturally for positive engagement.

The 16mm x 1.50 brass master insert accepts thread reducers (sold separately), allowing installation on virtually any shift lever regardless of thread pitch. The brass insert is engineered to exceed automotive industry standards with testing to 200 ft. lbs. static pull and 20 ft. lbs. twist torque - far beyond what any shift throw could generate. At just 4 ounces, the ball provides enough mass for a quality feel without excessive momentum that can cause overshoot on quick shifts.

This shift ball comes from a manufacturer that has been producing premium knobs since 1952 and supplies OEM, aftermarket, classic, custom, and hot rod industries. When ordering, know your shift lever's thread size so MDL can recommend the correct thread reducer for your application. Made in the USA.

What's Included

• One 2-1/8" black polymer shift ball with white rally stripes and 5-speed pattern
• One 16mm x 1.50 brass master insert (pre-installed)
• One jam nut

Note: Thread reducers required for most applications and sold separately. Contact MDL with your shift lever thread size for adapter recommendations.

Key Features

• High-impact polymer resin formulated for automotive use - resists stress cracking and exceeds 200 ft. lbs. static pull and 20 ft. lbs. twist torque specs
• Subsurface rally stripe graphics that cannot wear off, scratch away, or fade
• Precision machined and polished to a high gloss finish
• 16mm x 1.50 brass master insert with jam nut included
• Lightweight 4-ounce construction for positive shifting feedback
• 2-1/8" diameter with 5-speed shift pattern
• Made in the USA

Description

The Rally Series shift ball replaces worn, faded, or uncomfortable OEM shift knobs with a premium upgrade that combines classic styling and serious durability. Built from high-impact polymer resin specifically formulated for the automobile industry, this knob delivers the longevity and tactile feel that daily drivers and performance builds demand.

The engineering behind this design centers on durability under real-world conditions. The polymer formulation won't develop stress cracks with aging - a common failure point with cheaper alternatives. The brass master insert exceeds automotive industry specifications with 200 ft. lbs. static pull strength and 20 ft. lbs. twist torque resistance, ensuring the knob stays put through years of aggressive shifting. The white rally stripe graphics are embedded subsurface during manufacturing, so they won't wear off, scratch away, or fade under UV exposure like surface-applied decals or painted designs.

The 16mm x 1.50 threading is the industry standard for aftermarket shift knobs, compatible with thread adapters (sold separately) for common shift lever sizes including 5/16-18, 3/8-16, 3/8-24, 7/16-20, 1/2-13, and 1/2-20. Know your shift lever's thread size before ordering - MDL stocks adapters to match. At just 4 ounces, the knob provides positive shifting feedback without excessive weight that can stress synchronizers on long throws.

Each knob is precision machined and polished to a high gloss finish for a premium appearance that complements both classic muscle cars and modern performance builds. Made in the USA with lifetime quality construction.

What's Included

• One 2-1/8" gray polymer shift ball with white rally stripes and 5-speed pattern
• 16mm x 1.50 brass master insert (pre-installed)
• Brass jam nut

Key Features

• 2-1/8" diameter high-impact polymer resin construction engineered for performance-level torque and temperature requirements
• 16mm x 1.5 brass master insert with jam nut -- exceeds 200 ft. lbs. static pull and 20 ft. lbs. twist torque specs
• Subsurface black rally stripe graphics and 5-speed shift pattern embedded during manufacturing -- cannot wear off
• Precision machined and polished to high-gloss ivory finish
• Lightweight 4-ounce design for quick, responsive shifts
• Universal compatibility via thread adapters (sold separately) for any shift lever
• Made in the USA since 1952

Description

Add motorsports-inspired style to your manual transmission with the Rally Series 5-speed shift knob. The classic white body with black rally stripes running through the shift pattern delivers authentic racing aesthetics -- not the generic look of painted-on graphics that chip and fade. These subsurface graphics are embedded into the polymer during manufacturing, making them a permanent part of the knob structure that will stay crisp for the life of your build.

This shift knob is built from a specially formulated high-impact polymer resin engineered specifically for the automotive industry -- not brittle plastic that develops stress cracks with age. The 2-1/8" diameter fills your palm for confident shifts, while the 4-ounce weight provides quick throw response without feeling flimsy. Every surface is precision machined and polished to a high-gloss finish that looks and feels premium.

The brass master insert is what separates quality shift knobs from the set-screw designs that wobble and fail. Threaded at 16mm x 1.5, this insert exceeds the auto industry's specification of 200 ft. lbs. static pull and 20 ft. lbs. twist torque -- it will not come loose or strip under aggressive driving. The included jam nut locks everything in place for a rock-solid feel every time you row through the gears. Unlike steel inserts, brass will not rust or corrode over time.

If your shift lever uses a different thread pitch, MDL stocks adapters to fit virtually any application. Simply confirm your shift lever's thread size when ordering so we can recommend the correct adapter if needed. Made in the USA by a manufacturer that has been building shift knobs since 1952.

What's Included

• Rally Series 5-speed shift knob -- white with black rally stripes and shift pattern
• 16mm x 1.5 brass threaded master insert (installed)
• Brass jam nut
• Lifetime technical support

Key Features

• 2-1/8 inch diameter high-impact polymer resin engineered for performance torque and temperature demands
• 16mm x 1.50 brass master insert exceeds 200 ft-lb static pull and 20 ft-lb twist torque specs
• Subsurface rally stripe graphics embedded into the material -- cannot peel, chip, or wear off
• 5-speed shift pattern integrated into white finish with bold gray stripes
• 4-ounce weight delivers positive shift feel without excess mass
• Precision machined and polished to high-gloss finish
• Includes jam nut for secure positioning
• Made in the USA

Description

The Rally Series shift knob delivers authentic motorsport aesthetics with the durability to back it up. This 2-1/8 inch diameter knob features bold gray rally stripes running through a clean 5-speed shift pattern on a crisp white background -- giving your cockpit that classic competition look without the compromises of cheaper alternatives that crack, fade, or peel over time.

The knob is comprised of specially formulated high-impact polymer resin engineered specifically for automotive performance applications. This isn't generic plastic -- it's a purpose-built compound designed to handle the torque loads and temperature swings of real-world use while maintaining its finish for the long haul. The rally stripe graphics are subsurface, meaning they're embedded into the material itself rather than applied as decals or paint. They physically cannot wear off, no matter how many shifts you bang through.

The 16mm x 1.50 brass master insert is the foundation of this knob's strength, exceeding automotive industry specifications of 200 ft-lb static pull and 20 ft-lb twist torque. The included brass jam nut allows you to clock the shift pattern exactly where you want it and lock it down tight. Since most shifter applications use different thread sizes, MDL stocks the complete range of SAE and metric thread adapters for proper fitment to your specific shift lever.

At 4 ounces, the weight provides positive shift feel without being overly heavy or sluggish. Precision machining and high-gloss polishing ensure smooth hand feel and a finish that complements any interior. Made in the USA by a manufacturer who has been shifting gears since 1952.

What's Included

• Rally Series 5-speed shift knob -- white with gray rally stripes
• 16mm x 1.50 brass master insert (installed)
• Brass jam nut
• Lifetime technical support

Key Features

• Converts 16mm x 1.50 shift knob threads to 10mm x 1.50 shift lever threads
• Direct fit for 1983-2004 Ford Mustang shift levers
• Includes jam nut to lock insert in place and prevent loosening
• Keep your favorite shift knob when upgrading to a new transmission or shifter
• Mount any 16mm-threaded knob to 10mm x 1.50 aftermarket or OEM levers

Description

Upgrading your transmission or shifter shouldn't mean giving up the shift knob you love. This thread reducing insert solves the common mismatch between 16mm x 1.50 shift knob threads and the 10mm x 1.50 threads found on 1983-2004 Ford Mustang shift levers. Whether you're swapping in a TREMEC transmission with a new lever or simply want to run a different aftermarket knob, this adapter bridges the gap.

The precision-machined insert threads into your 16mm shift knob, then accepts any 10mm x 1.50 shift lever. The included jam nut secures the insert, preventing it from backing out during spirited driving. Installation takes seconds and requires no modifications to your knob or lever.

This is the simple, inexpensive fix for thread compatibility issues. Works with both factory and aftermarket shift levers on Fox Body, SN95, and New Edge Mustangs from 1983-2004.

What's Included

• Thread reducing insert (16mm x 1.50 internal to 10mm x 1.50 external)
• Jam nut

Key Features

• Heavy-duty steel construction built to factory length and bends
• Correct M12x1.75 thread pitch works with factory and most aftermarket shift knobs
• Satin black e-coat finish - more rust-resistant than original paint
• Clamshell design with preinstalled rubber isolators reduces driveline vibration
• 7/8" on-center mounting hole spacing for precise OEM fit
• Includes rubber shift boot support to eliminate gaps below the knob
• Silver zinc-plated mounting bolts included
• Made to factory dimensions and tolerances

Description

On most Mustangs, the factory shifter lever is long gone - swapped out for an aftermarket unit that often creates an awkward shifting position due to shortened levers. This OEM-style reproduction shifter lever restores the comfortable, positive shifting feel your Mustang was designed to deliver. Whether you are restoring your Mustang to original condition or replacing a damaged lever, this factory-spec replacement gets the job done right.

Constructed from durable, heavy-duty steel to the factory length and bends, this shift lever features the correct M12x1.75 thread pitch for compatibility with both factory shift knobs and most aftermarket knobs. A satin black e-coat finish mimics the original black-painted shift lever while providing superior rust resistance for long-term durability.

The clamshell design with preinstalled rubber isolators and sleeves exactly replicates the original equipment. These rubber isolators on the handle and clamshell reduce driveline vibration felt through the shift lever while driving - a detail often overlooked on cheap replacements. A rubber shift boot support holds your shift boot up to the bottom of the knob, ensuring there are no unsightly gaps in your interior.

Mounting hole spacing is 7/8" on center. Installation can be performed with common hand tools using the supplied silver zinc-plated shifter bolts. Note: Mounting bushings are sold separately and required for installation - use MD-320-1043-B-3/8 for TKO applications or MD-320-1043-B-8mm for T5 applications. This shifter lever does not fit TREMEC-supplied TKX or T56 Magnum shifters.

What's Included

• (1) Steel shift lever with satin black e-coat finish and preinstalled rubber isolators
• (2) Silver zinc-plated mounting bolts
• Rubber shift boot support

Leather Shift Boot | 1979-1986 Ford Mustang Fox Body

Key Features

• Premium black leather construction with detailed hand stitching
• Direct OE-style replacement for 1979-1986 Fox Body Mustang and Capri manual transmissions
• High-quality materials engineered to outlast factory originals
• Restores clean, factory-fresh interior appearance

Description

A cracked, sun-faded shift boot ruins an otherwise clean Fox Body interior. This premium leather shift boot restores the factory-fresh appearance your '79-'86 Mustang or Capri had when it left the showroom, using materials that will outlast the original equipment piece.

Constructed from genuine black leather with detailed hand stitching, this boot delivers authentic OE styling with improved durability. The quality stitching and careful material selection ensure this boot maintains its appearance through years of daily shifting while giving your interior the finished look it deserves.

Designed as a direct replacement for manual transmission Fox Body applications, this boot fits 1979-1986 Mustang and Capri models. The OE-style mounting configuration ensures straightforward installation for any enthusiast looking to refresh their interior.

What's Included

• Black leather shift boot with detailed hand stitching

Key Features

• Compression molded EPDM rubber construction with integrated metal retaining trim ring
• Exact OEM reproduction for perfect factory fit on all 1979-2004 manual transmission Mustangs
• Seals shifter opening to block road noise, exhaust fumes, and debris from entering cabin
• Mounts under exterior leather shift boot in stock location on transmission tunnel
• Improved shift movement and clearance compared to worn original boots

Description

After years of heat cycling from the exhaust and constant shifter movement, your factory lower shift boot cracks and deteriorates - letting road noise, exhaust fumes, and debris into the cabin every time you row through the gears. This OEM-spec replacement restores the critical seal between your shifter and the transmission tunnel, eliminating those unwanted intrusions while improving overall shift feel.

Manufactured from compression molded EPDM rubber, this lower dust boot replicates the original factory design with the durability to outlast the stock part. The integrated metal retaining trim ring provides structural rigidity and ensures proper mounting to the transmission tunnel, maintaining consistent seal compression around the shifter mechanism. Unlike worn-out original boots that flex and bind, a fresh boot delivers improved shift movement and clearance.

This boot mounts in the stock location on top of the transmission hump, underneath your center console and exterior leather shift boot. The four-bolt mounting pattern aligns with the factory holes in the tunnel for straightforward installation. Whether you are restoring a Fox Body or SN95 Mustang to factory condition or installing an aftermarket short throw shifter, replacing the lower boot is essential to maintaining a sealed, quiet interior.

Fits all 1979-2004 Ford Mustangs equipped with manual transmissions, including GT, LX, Cobra, and V6 models across the Fox Body (1979-1993) and SN95 (1994-2004) platforms.

What's Included

• Compression molded EPDM rubber lower dust boot
• Metal retaining trim ring/support frame

Key Features

• Grade 8.8 steel hex flange bolts - no separate flat washers required
• Zinc finish for corrosion resistance
• Complete 4-bolt set for full installation
• Direct replacement for worn, stripped, or missing factory hardware
• Fits all 1979-2004 Ford Mustang and Capri manual transmission applications

Description

Replacing damaged or missing lower shift boot bolts is one of those small details that makes a big difference in a finished interior. These Grade 8.8 steel hex flange bolts secure the lower shift boot to the transmission tunnel, maintaining the seal that keeps road noise, heat, and debris out of the cabin while protecting your shifter mechanism.

The hex flange head design integrates a built-in washer surface, eliminating the need for separate flat washers and simplifying installation. This design provides even clamping force distribution across the boot mounting surface. The zinc finish protects against corrosion - particularly important for hardware exposed to moisture and temperature swings inside the transmission tunnel.

Sold as a complete 4-bolt set, this kit gives you everything needed to properly secure the lower shift boot in one purchase. Compatible with all 1979-2004 Ford Mustang and Mercury Capri models equipped with manual transmissions, including Fox Body, SN95, and New Edge platforms. Works with both OEM shift boots and aftermarket replacements.

What's Included

• (4) Hex flange bolts, Grade 8.8 steel, zinc finish

Key Features

• Factory-style U-nut clips for secure lower shift boot mounting
• Set of four clips--complete hardware for one shift boot installation
• Direct fit for 1979-2004 Ford Mustang manual transmission applications
• Clips attach around shifter access hole on transmission tunnel

Description

Missing or corroded shift boot hardware is one of the most common issues when installing a new shifter or refreshing your Mustang's interior. These factory-style U-nut clips restore proper mounting for the lower shift boot extension, ensuring a tight seal around the shifter opening in the transmission tunnel.

The clips attach directly to the sheet metal around the shifter access hole, providing threaded receptacles for the mounting bolts. This design sandwiches the lower shift boot flange securely to the floor pan, sealing out road noise, moisture, and debris that would otherwise enter the cabin. Without properly functioning clip nuts, shift boots cannot maintain their seal--leading to rattles, drafts, and contaminants in the interior.

Sold as a set of four clips to provide complete hardware coverage for one shift boot installation. Direct replacement for 1979-2004 Ford Mustang models equipped with manual transmissions.

What's Included

• (4) Factory-style U-nut clips

Manual Transmission Tunnel Hump | 1979-2004 Mustang Fox-Body & SN95

Key Features

• Essential for any automatic-to-manual conversion on '79-'04 Fox-body and SN95 Mustangs
• Factory-correct reproduction of the manual transmission tunnel extension
• 18-gauge press-bent steel construction for precise fit and durability
• Pre-primed finish ready for paint to match your interior
• Pre-punched mounting holes for clutch cable retaining clips
• Compatible with T-5, TKO, TKX, and T-56 Magnum transmissions
• Installs with pop rivets, tap screws, or welding

Description

Factory automatic Fox-body and SN95 Mustangs used a completely different transmission tunnel height than their manual-equipped counterparts. Manual transmission cars came from the factory with a raised tunnel extension - often called the "hump" - that provides the extra clearance needed around the shifter area and gives the lower shifter boot a proper mounting surface. Without this hump, an automatic-to-manual swap forces you to hack up your floor pan or live with a shifter boot that doesn't seal correctly.

This high-quality tunnel hump is a factory-correct reproduction of the piece that Ford originally spot-welded to manual transmission Mustangs. Formed from 18-gauge press-bent steel, it matches the original factory dimensions and contours. The panel includes pre-punched mounting holes for clutch cable retaining clips, so your cable routing is correct from the start. A pre-primed finish provides corrosion protection and a clean base for painting to match your interior.

Installation is straightforward: the hump slides over your existing automatic transmission tunnel and can be secured with pop rivets, tap screws, or welded into place - your call on how permanent you want the installation. This panel provides the correct location and hole size for the lower shift boot, giving your conversion a factory-finished look.

Direct fit for 1979-1993 Fox-body Mustang, Capri, and Fairmont, as well as 1994-2004 SN95 Mustang conversions. Compatible with T-5, TKO, TKX, and T-56 Magnum transmission installations.

What's Included

• 18-gauge press-bent steel tunnel extension panel
• Pre-primed finish
• Pre-punched mounting holes for clutch cable clips

Manual Console Shift Bezel | 1979-1986 Ford Mustang

Key Features

• Direct-fit replacement for 1979-1986 Mustangs with manual transmission and center console
• Restores the proper finished appearance around the shifter boot
• Provides mounting point for upper shifter boot
• Seals off the shifter area in the center console
• Fits LX, LX 5.0, and GT models

Description

After decades of service, your Fox Body Mustang's original shifter bezel has likely seen better days. This console trim piece surrounds the shifter boot and creates the finished transition between your shift handle and the center console. Without it, your shifter area looks incomplete and unprofessional. Whether your original bezel cracked from age, rusted through from moisture exposure, or broke from repeated disassembly and reassembly over the years, this replacement restores the proper factory appearance.

The shifter bezel does more than just look good--it seals off the shifter area and provides the correct mounting point for your upper shifter boot. A missing or damaged bezel leaves the console opening exposed, allowing heat, noise, and debris to enter the cabin from below. This direct-fit replacement drops right into your 1979-1986 Mustang's center console, integrating seamlessly with the surrounding interior trim.

Whether you're performing a complete interior restoration for show competition or simply refreshing your daily driver, this bezel delivers the attention to detail your Fox Body deserves. Compatible with all 1979-1986 Ford Mustang LX, LX 5.0, and GT models equipped with manual transmission and factory center console.

What's Included

• (1) Manual console shift bezel

Key Features

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

Description

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

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

Kit Includes

• 17-tooth speedometer driven gear, white plastic

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

Key Features

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

Description

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

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

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

Kit Includes

• 18-tooth yellow speedometer driven gear

Key Features

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

Description

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

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

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

What's Included

• One 19-tooth speedometer driven gear (pink)

Key Features

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

Description

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

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

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

What's Included

• One 20-tooth driven speedometer gear (black)

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

What's Included

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

Key Features

• Single tube design delivers maximum stiffness without excess weight
• Direct bolt-on fit for 2.75-inch wide OEM crossmember mounting points - no chassis modifications required
• Adjustable design accommodates T5 five-speed, PowerGlide, and C6 transmissions using sliding sleeves and spacers
• Engineered to maintain pinion angle with both OEM and aftermarket transmission mounts
• Dual exhaust humps provide clearance for dual exhaust systems
• Low-deflection polyurethane bushings dampen driveline vibrations - replaceable with solid bushings for racing applications
• More exhaust clearance than factory stamped steel crossmembers

Description

Early Fox Mustangs and Capris run a narrower 2.75-inch crossmember mounting bracket that most aftermarket crossmembers won't fit without modification. The Stifflers tubular transmission crossmember is designed specifically for '79-'81 Fox bodies, bolting directly to the factory mounting points with zero chassis work required.

The single-tube construction delivers significantly more rigidity than the factory stamped steel unit while actually saving weight. The adjustable mounting system uses sliding sleeves and repositionable spacers to accommodate multiple transmissions - T5 five-speeds, PowerGlide automatics, and C6 units all mount correctly without custom fabrication. The engineering maintains your existing pinion angle whether you're using OEM or aftermarket transmission mounts, eliminating the driveline bind that kills u-joints and creates vibration.

The low-profile tubular design opens up more exhaust clearance than the bulky factory crossmember, while dual humps accommodate dual exhaust routing. Low-deflection polyurethane bushings provide the ideal balance for street use - firmer than rubber for better shift feel, but compliant enough to absorb driveline noise. For dedicated race applications, the poly bushings can be swapped for solid units that eliminate all compliance.

Stifflers products are developed by degreed engineers with professional racing and OE automotive experience. Thorough research, analysis, and in-house testing go into every product before it reaches customers.

Kit Includes

• Single-tube transmission crossmember with black powder coat finish
• Adjustable mounting sleeves
• Spacer kit for transmission positioning
• Low-deflection polyurethane mounting bushings
• Complete hardware kit
• Installation instructions

Key Features

• Precision welded steel construction for maximum durability and mounting integrity
• Rubber contact pad isolates drivetrain vibration while maintaining secure transmission support
• Protective coating resists corrosion from heat, oil, and road debris
• Direct bolt-in replacement for OEM mount - no modifications required
• Compatible with manual and automatic transmissions: T5, TKO, TKX, T45, and AOD
• Fits 1979-1995 Mustangs plus 1996-1997 GT models
• Made in the USA

Description

Factory rubber transmission mounts deteriorate over time from constant exposure to heat, oil, and the stress of supporting your transmission. A worn mount causes excessive drivetrain vibration, sloppy shifting under hard acceleration, and poor driveline alignment between your transmission tailshaft and crossmember. This precision-welded transmission mount restores solid mounting integrity while isolating vibration through its integrated rubber contact pad.

The welded steel construction delivers the rigidity your drivetrain demands, eliminating the flex and movement that plague degraded OEM mounts. Unlike cheap replacement mounts that sacrifice durability for cost savings, this mount features a protective coating that resists corrosion in harsh underhood and undercar environments. The rubber cushion absorbs vibration without the harshness of a solid mount, maintaining driving comfort while dramatically improving shift quality.

Designed as a direct bolt-in replacement for the factory mount, installation requires no modifications to your crossmember or transmission housing. This mount is compatible with all common manual and automatic transmissions including the T5, TKO, TKX, T45, and AOD - covering everything from stock rebuilds to TREMEC performance upgrades. Fits all 1979-1995 Mustangs as well as 1996 and 1997 GT models. Made in the USA and backed by MDL's commitment to quality drivetrain components.

What's Included

• Precision welded transmission mount with rubber cushion pad
• Protective coating applied

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)

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)