Key Features

• 700 lb-ft torque capacity with substantially increased gear face widths over original T56
• Wide-ratio gear set: 2.97, 2.10, 1.46, 1.00, 0.80, 0.63 with dual overdrive for street versatility
• 2-piece laser-beam welded gear construction for precise tooth angles, pitch, and alignment
• 26-spline input shaft, 31-spline output shaft
• Triple-cone synchronizers on gears 1-4; double-cone on 5th, 6th, and reverse
• Fully reversible TKO-style die-cast aluminum shifter with built-in mid-shift provisions
• Dual speedometer pickups for mechanical and electronic speedometers
• 140 lbs dry weight; 3.66-quart fluid capacity (Dexron III ATF)
• Cable release hardened steel guide tube and pivot stud included
• Max rated at 7,800 RPM

Description

The TREMEC T56 Magnum TUET16884 solves the torque limitation that plagued the original T56. Introduced in spring 2009, the Magnum delivers a massive 700 lb-ft torque capacity through substantially increased gear face widths and 2-piece laser-beam welded gear construction. Based heavily on the TR-6060 found in factory supercars like the ZR1 Corvette and ACR Viper, the Magnum combines TREMEC's OEM design and manufacturing technologies with the most popular features of the TKO 5-speed.

This TUET16884 features the wide-ratio gear set with 2.97 first gear and close-ratio 0.80/0.63 double overdrive—ideal for street-driven builds that need strong acceleration through the lower gears while maintaining relaxed highway cruising RPM. The 85mm center distance and bolstered one-piece countershaft resist distortion under load, while redesigned shift forks and fine-tooth synchronizer angles deliver incredibly short, low-effort throws with crisp engagement even at high RPM.

Triple-cone synchronizers on gears 1 through 4 and double-cone synchronizers on 5th, 6th, and reverse handle aggressive shifts with ease. The fully reversible TKO-style die-cast aluminum shifter provides smooth, positive shift action with two stock shifter positions, plus built-in mid-shift provisions under the inspection cover for simple forward shifter placement in bench-seat applications. Dual speedometer outputs accommodate both mechanical and electronic gauges, and the reverse lockout solenoid and reverse light switch are built in.

Configured for Ford applications with a 26-spline input shaft and 31-spline output shaft. Compatible with cable release clutch systems via the included hardened steel guide tube. The extensively modified transmission case prevents leaks under high-stress conditions and increases overall power-handling capabilities. Uses 3.66 quarts of TREMEC HP-MTF, Dexron III, or Mobil 1 Synthetic ATF.

What's Included

• TREMEC T56 Magnum 6-speed transmission (TUET16884)
• Die-cast aluminum shifter assembly (fully reversible, TKO-style)
• Hardened steel cable release guide tube
• Cable fork pivot stud
• Mechanical speedometer output (gear-driven)
• 17-tooth electronic speedometer sensor
• Reverse lockout solenoid
• Reverse light switch
• Vent tube assembly
• TREMEC 1-year factory warranty
• MDL extended warranty (additional year with 1-year grace period)
• Lifetime technical support from MDL

Key Features

• 700 lb-ft effective torque capacity - handles serious power from big-block Fords to supercharged Coyotes
• Close-ratio gearing: 2.66, 1.78, 1.30, 1.00, 0.80, 0.63 - keeps the engine in its powerband through the gears
• Double overdrive (0.80 fifth, 0.63 sixth) - drops highway RPMs for improved fuel economy and reduced cruising noise
• 85mm center distance design for enhanced strength over original T56
• 135 lbs dry weight - reasonably light for a 700 lb-ft-rated 6-speed
• Triple-cone synchronizers on gears 1-4, double-cone on 5-6 and reverse for crisp, high-RPM shifts
• Fully reversible TKO-style OEM-grade die-cast aluminum shifter with smooth, positive shift action
• Built-in mid-shift provisions under inspection cover for simple conversions
• 1-1/8-inch 26-spline input shaft, 31-spline output shaft
• Dual speedometer pickups accommodate both mechanical and electronic speedometers
• Cable release hardened steel guide tube with pivot stud - accepts OE-style mechanical clutch fork
• Overall length: 34.03 inches
• Fluid capacity: 3.66 quarts Dexron III ATF

Description

When your Ford build demands more than a 5-speed can deliver but you refuse to compromise on shift quality, the TREMEC T56 Magnum answers the call. This close-ratio TUET11010 variant keeps RPM drops tight between gears - ideal for road racing, autocross, and spirited street driving where staying in the powerband matters. The 2.66 first gear pulls hard off the line, while the double overdrive (0.80 fifth, 0.63 sixth) drops highway RPMs dramatically for quiet, fuel-efficient cruising.

The Magnum is TREMEC's aftermarket version of the TR-6060 - the same transmission found in factory supercars like the Corvette ZR1 and Viper ACR. The 85mm center distance provides a larger gear contact patch and stronger case than the original T56, supporting 700 lb-ft of torque capacity. Triple-cone synchronizers on gears 1-4 and double-cone synchronizers on 5-6 and reverse deliver accurate, smooth shifts even at high RPM. The fully reversible die-cast aluminum shifter provides incredibly short, low-effort throws with crisp engagement.

This Ford-pattern Magnum requires a separate bellhousing and pairs with V8 Ford engines from small-block Windsors to modular 4.6/5.0 Coyote applications with the appropriate bellhousing. The hardened steel guide tube accepts standard mechanical clutch fork designs, making it a straightforward swap for classic Mustang builds. Dual speedometer provisions handle both electronic and mechanical gauges, while the built-in reverse lockout and reverse light switch simplify wiring.

MDL extends TREMEC's factory warranty by an additional year with a 1-year grace period when you purchase from us. That's the MDL difference - elite distributor pricing backed by lifetime technical support from people who actually know these transmissions inside and out.

What's Included

• TREMEC T56 Magnum 6-speed transmission (TUET11010)
• OEM-grade die-cast aluminum reversible shifter assembly
• Hardened steel cable release guide tube
• Pivot stud for mechanical clutch fork
• 17-tooth analog/electric speedometer drive gear
• Reverse light switch
• Reverse lockout solenoid
• Drain and fill plugs
• TREMEC factory warranty plus MDL extended warranty (1 additional year with 1-year grace period)
• Lifetime technical support from MDL

Key Features

• 700 lb-ft torque capacity - handles serious power with confidence
• Based on TR-6060 OEM architecture - proven in factory supercars like the Dodge Viper and Camaro
• 135 lbs dry weight - light for a transmission this strong
• 2.97 first gear with 0.74/0.50 double overdrive - aggressive launch with relaxed highway cruising
• Triple-cone synchronizers on gears 1-4, double-cone on 5-6 and reverse
• Fully reversible TKO-style die-cast aluminum shifter for smooth, positive shift action
• Built-in mid-shift provisions under inspection cover for simple forward shifter placement
• 26-spline input shaft, 31-spline output shaft
• Dual speedometer pickups - mechanical and electronic
• 7,800 RPM rating
• 85mm center distance
• Cable release hardened steel guide tube included

Description

When TREMEC introduced the T56 Magnum in 2009, it solved the problem builders had been chasing for years: how to get bulletproof six-speed strength with OEM-level refinement in an aftermarket package. Based heavily on the TR-6060 - the same transmission found in factory supercars - the Magnum combines TREMEC's current OEM design and manufacturing technologies with the most popular features of their TKO 5-speed. The result is the smoothest-shifting, strongest, and most versatile 6-speed aftermarket transmission TREMEC has ever produced.

This TUET11011 features the wide-ratio 2.97 first gear, making it ideal for street-driven builds that want strong off-the-line acceleration without sacrificing highway drivability. The 0.74 fifth and 0.50 sixth gears deliver true double overdrive, dropping RPM for relaxed cruising and improved fuel economy. Spring-loaded ball-type synchronizer inserts reduce friction and eliminate notchy shifting, resulting in incredibly short, smooth shifts with crisp engagement.

The engineering upgrades over the original T56 are substantial. Face widths of the gears have been significantly widened to handle more torque, while redesigned one-piece shift forks with permanently mounted shift links eliminate the float and incomplete engagement that plagued earlier designs. The 85mm center distance provides the robust gear geometry needed to handle 700 lb-ft reliably. Multiple shifter locations accommodate different builds, and the reversible shifter assembly allows changing shift lever position simply by flipping the shift cover.

Compatible with Ford modular engines using the appropriate bellhousing (sold separately). Uses Dexron III ATF - no exotic fluids required. Made in the USA by TREMEC.

What's Included

• TREMEC T56 Magnum transmission assembly (TUET11011)
• Cable release hardened steel guide tube
• Reverse light switch
• 17-tooth electronic speedometer sensor
• Mechanical speedometer drive provision
• MDL extended warranty (extra year with 1-year grace period when purchased as part of a complete conversion package)
• MDL lifetime technical support

Key Features

• SFI 6.1 certified -- required for quarter-mile times of 11.49 or faster
• High-grade steel construction work-hardens to over 80,000 PSI -- more than twice the strength of other steel bellhousings
• Spin-formed cone (not rolled or stamped) delivers superior dimensional stability and alignment accuracy
• 7:00 clutch fork position for cable or hydraulic clutch operation
• Designed for 157-tooth flywheel with maximum 10.5-inch clutch diameter
• 5.34-inch height with lightweight 20 lb. design
• Universal fit -- not vehicle-specific
• Patented design with 16 points of bellhousing innovation
• 100% built in the USA

Description

The QuickTime RM-8031 steel bellhousing connects Ford 289, 302, 351W, and 351C small block engines to Ford T-56 and T-56 Magnum 6-speed transmissions. When you're running deep into the elevens or faster, safety regulations demand an SFI 6.1 certified bellhousing -- and the RM-8031 delivers that certification along with engineering that sets the standard for the industry.

What separates QuickTime from the competition is their proprietary spin-forming process. Unlike rolled or stamped bellhousings that introduce stress concentrations and dimensional inconsistencies, the spun cone work-hardens during manufacturing to over 80,000 PSI tensile strength -- more than double the strength of conventional steel bellhousings. This high material strength allows the bellhousing to remain lightweight while providing the scatter shield protection that high-horsepower builds demand.

Dimensional accuracy matters because bellhousing flex and misalignment accelerate drivetrain wear and rob horsepower. QuickTime's manufacturing process produces the most dimensionally stable bellhousings available, keeping your engine and transmission in perfect alignment through the entire RPM range. The 7:00 clutch fork position accommodates both cable and hydraulic clutch linkages, while the 5.34-inch height and 157-tooth flywheel specification (10.5-inch maximum clutch diameter) ensure proper starter engagement and clutch clearance.

This is a universal-fit bellhousing designed for street, strip, and circle track applications -- not vehicle-specific. Note: Transmission mounting bolts are not included; QuickTime's RM-170 bolt kit (8pcs 10mm x 1.5 x 30mm) is available separately for T56 applications. Made in the USA.

What's Included

• QuickTime RM-8031 SFI 6.1 certified steel bellhousing
• Hardware and instructions

Key Features

• Complete transmission-to-bellhousing bolt set for Ford T56 Magnum installations
• Designed specifically for steel aftermarket bellhousings
• Metric fasteners with proper thread pitch for TREMEC T56 Magnum mounting holes
• Eliminates hardware sourcing headaches during your Ford 6-speed swap

Description

Aftermarket steel bellhousings typically ship with bellhousing-to-engine-block hardware only, leaving you to source the bolts needed to attach the transmission itself. This MDL hardware kit solves that problem for Ford T56 Magnum installations by providing the exact fasteners required to mount the transmission to any steel aftermarket bellhousing.

The kit is purpose-built for steel bellhousing applications. Steel bellhousings have different material thickness than aluminum units, requiring specific bolt lengths for proper thread engagement without bottoming out. Using the wrong hardware can result in insufficient thread engagement or bolts that bind before the transmission face seats flush. This kit takes the guesswork out of the equation.

Compatible with all steel aftermarket bellhousings that accept the Ford version of the TREMEC T56 Magnum 6-speed transmission. If you're pairing your Magnum with an aluminum bellhousing, you'll need the AL version of this kit instead, as aluminum bellhousings use different bolt lengths. This kit covers transmission-to-bellhousing mounting only; bellhousing-to-engine-block hardware is typically supplied by the bellhousing manufacturer.

What's Included

• Complete set of transmission-to-bellhousing mounting bolts [VERIFY: exact bolt count, thread size, and grade]

Key Features

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

Description

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

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

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

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

Kit Includes

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

Key Features

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

Description

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

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

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

Kit Includes

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

Key Features

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

Description

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

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

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

Kit Includes

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

Key Features

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

Overview

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

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

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

What's Included

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

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

• 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

Superior King Cobra Clutch Kit | Ford 10.4" Metric | 26-Spline | Cable

Key Features

• Steel-backed organic disc for 1-1/8" 26-spline input shaft
• 10.4" metric bolt pattern with alignment pins
• Heavy-duty diaphragm pressure plate for increased clamping force
• Sprung hub disc reduces drivetrain shock during engagement
• Cable throwout bearing for cable-actuated clutch systems
• 400 lb-ft torque capacity for street applications
• Hand-assembled in Caldwell, Idaho with dual quality inspections
• 1-year free-from-defect warranty
• Made in the USA

Description

Worn-out clutches kill power delivery and driving enjoyment. The MDL Superior King Cobra clutch kit restores confident engagement while delivering the upgraded holding power needed for modified Ford street machines. Built around a steel-backed organic disc and heavy-duty diaphragm pressure plate, this complete kit provides the durability and clamping force for spirited driving without the harsh pedal feel of aggressive racing clutches.

The steel backing on the organic friction material eliminates disc flexing under load, maintaining consistent engagement characteristics and extending service life compared to standard unbacked organic facings. The sprung hub design absorbs drivetrain shock during engagement, reducing wear on the transmission input shaft and providing the smooth, progressive feel daily drivers demand. The heavy-duty diaphragm pressure plate delivers increased clamp load over stock while keeping pedal effort reasonable for street use.

This kit fits Ford applications using the 10.4" metric clutch pattern with metric bolts and alignment pins. The 1-1/8" 26-spline disc mates directly to transmissions with matching input shaft specifications. The included cable throwout bearing ensures compatibility with cable-actuated clutch systems commonly found in Foxbody and SN95 Mustangs.

Every MDL Superior clutch is hand-assembled at the Caldwell, Idaho facility and undergoes quality checks before shipping. This kit arrives ready to install with all necessary components for a complete clutch replacement. Rated for street applications up to 400 lb-ft of torque. Made in the USA and backed by a 1-year free-from-defect warranty.

What's Included

• 10.4" steel-backed organic clutch disc with sprung hub, 26-spline, 1-1/8" input
• Heavy-duty diaphragm pressure plate, 10.4" metric bolt pattern
• Cable throwout bearing
• Ford pilot bearing
• Clutch alignment tool
• 1-year free-from-defect warranty
• MDL lifetime technical support

Superior Ford 10.4" Metric HD Clutch Set | Kevlar/Steel-Backed Organic | 26-Spline Cable

Key Features

• Hybrid friction material - Kevlar facing on pressure plate side, steel-backed organic on flywheel side for aggressive bite with smooth engagement
• 450 ft-lbs torque capacity handles serious small-block Ford power
• Diaphragm-style pressure plate with 10.4" metric bolt pattern and alignment dowel pins
• 26-spline x 1-1/8" input shaft compatibility for TKO, TKX, 3550, and T-5 transmissions
• Sprung hub design absorbs driveline shock and protects transmission components
• Cable-actuated throw-out bearing included for mechanical release systems
• Hand-built in-house with double-checked tolerances for ready-to-install precision
• Made in the USA with 1-year defect-free warranty

Description

MDL's Superior Series clutch sets deliver the precise balance of engagement characteristics that performance street builds demand. This 10.4" metric clutch features a hybrid friction material strategy - Kevlar facing on the pressure plate side provides aggressive bite and exceptional heat resistance, while steel-backed organic material on the flywheel side delivers smooth engagement and extended service life. The result is a clutch that hooks up decisively under power yet remains streetable for daily driving.

The diaphragm-style pressure plate uses Ford's 10.4" metric bolt pattern with 8mm bolts and precision dowel pins for rock-solid alignment and zero chatter. With a 450 ft-lbs torque capacity, this clutch handles serious small-block Ford power while the sprung hub absorbs the driveline shock that would otherwise stress transmission synchronizers and gears. The 26-spline x 1-1/8" disc fits TKO, TKX, 3550, and T-5 transmissions equipped with the larger input shaft.

Every Superior clutch disc is hand-assembled in MDL's Caldwell, Idaho facility where tolerances are verified twice before shipping. This attention to detail ensures proper balance, smooth engagement, and long service life right out of the box. The kit includes everything needed for installation - precision pilot bearing, cable-actuated throw-out bearing, and alignment tool. Backed by MDL's 1-year defect-free warranty and made in the USA.

Kit Includes

• Diaphragm pressure plate - 10.4" metric bolt pattern with alignment dowel pins, uses 8mm bolts
• Clutch disc - 26-spline x 1-1/8", sprung hub, Kevlar/steel-backed organic facings
• Cable-actuated throw-out bearing
• Pilot bearing
• Clutch alignment tool
• Installation and break-in instructions
• Lifetime technical support

Key Features

• Dual Kevlar friction facings on both flywheel and pressure-plate sides for consistent engagement and heat resistance
• Heavy-duty diaphragm pressure plate matched to 26-spline x 1-1/8" input hub
• Cable-profile throwout bearing also compatible with hydraulic release systems
• 10.4" metric bolt pattern with alignment dowel pin holes - uses 8mm pressure plate bolts
• Hand-assembled in-house with double-riveted construction for balance and durability
• Sprung hub design absorbs driveline shock for smoother engagement
• 500 ft-lb torque capacity for performance street and open tracking applications
• 1-year free-from-defect warranty

Description

When you're building a Ford with a 26-spline transmission and need a clutch that handles real power without fighting you in traffic, this Superior 10.4" metric kit delivers. The dual Kevlar friction surfaces provide aggressive holding power with manageable street manners - Kevlar's thermal stability means consistent engagement under repeated hard use without the grabby, on-off characteristics of ceramic facings. This is the clutch for performance street builds and open track days where you need confidence in the drivetrain, not a sore left leg.

MDL builds every Superior clutch disk in-house with double-riveted construction - not bonded like cheaper alternatives. This assembly method ensures precise balance across the disc, eliminates hot spots that cause premature failure, and maintains structural integrity under high heat and repeated engagement cycles. The heavy-duty diaphragm pressure plate increases clamp load over stock units to support the 500 ft-lb torque rating.

The 26-spline x 1-1/8" input hub with sprung center fits modern TREMEC TKX, TKO-600, and T5 transmissions, as well as period-correct '86-'95 Ford 5.0L applications with upgraded transmissions. The cable-profile throwout bearing is designed for Ford cable-actuated systems but also works with hydraulic release setups, giving you flexibility for transmission swaps and clutch system upgrades.

Every component is checked and double-checked for accuracy before shipping - you receive a ready-to-install premium assembly right out of the box. Performance Proven products have survived the rigorous challenges of racing on and off the track. Made in the USA and backed by a 1-year free-from-defect warranty.

What's Included

• Heavy-duty diaphragm pressure plate - 10.4" metric bolt pattern with dowel pin holes
• 10.4" clutch disc with dual Kevlar friction facings - sprung hub
• 26-spline x 1-1/8" input shaft hub
• Cable-profile throwout bearing (hydraulic compatible)
• Pilot bearing
• Clutch disc alignment tool
• Installation and break-in instructions
• Lifetime technical support

Superior 10.4" Metric Clutch Kit | Ford 1986-1995 | Kevlar/Ceramic 26-Spline Cable

Key Features

• Kevlar facing on flywheel side, ceramic facing on pressure plate side for aggressive bite with smooth engagement
• 600 lb-ft torque rating handles serious street/strip power
• 26-spline, 1-1/8" hub diameter fits TREMEC TKO, TKX, and T5 with 26-spline input
• 10.4" metric bolt pattern with 3 alignment dowel pin holes
• Cable-style throw-out bearing included (also compatible with hydraulic systems)
• Diaphragm-style pressure plate with 8mm bolt holes
• Sprung hub design reduces drivetrain shock and chatter
• Hand-assembled and double-riveted in MDL's Caldwell, Idaho facility
• 1-year free-from-defect warranty

Description

When you need more holding power than a full-Kevlar disc can deliver but want to preserve some street manners, the Superior Kevlar/Ceramic clutch assembly is the answer. This hybrid design places Kevlar on the flywheel side for smooth engagement and extended life, while the ceramic facing on the pressure plate side delivers the aggressive bite and heat resistance demanded by drag launches and high-RPM road racing shifts. Great for 1986-1995 Ford applications running the 10.4" metric bolt pattern.

Ceramic friction material works harder as temperatures climb--the iron content in MDL's ceramic compound actually increases friction under heat, making this clutch stronger during abuse rather than weaker. That's why ceramic is the go-to choice for higher horsepower builds, quick shifts in road racing, and hard-launching drag cars. When a larger diameter disc isn't an option, the higher coefficient of friction delivers more holding power from the same surface area and clamp load.

Every Superior clutch assembly is hand-built in MDL's Caldwell facility using double-riveted construction and exacting quality standards. Each unit is checked and double-checked for accuracy before it ships, so you receive a ready-to-install premium product right out of the box. The 26-spline, 1-1/8" hub fits transmissions like the TREMEC TKO, TKX, or any 26-spline T5 variant. The included cable-profile throw-out bearing also works with hydraulic release systems, giving you flexibility in your drivetrain setup.

Designed for the 10.4" metric pressure plate pattern with 3 alignment dowel pin holes--uses 8mm pressure plate bolts. Made in the USA and backed by MDL's 1-year free-from-defect warranty.

What's Included

• Diaphragm-style pressure plate (8mm bolt holes, metric pattern)
• Clutch disc with Kevlar/ceramic hybrid facings, 26-spline x 1-1/8" sprung hub
• Cable-profile throw-out bearing (hydraulic compatible)
• Pilot bearing
• Clutch alignment tool
• 1-year free-from-defect warranty

Key Features

• 800 horsepower capacity for high-performance street applications
• 26 x 1-1/8" input spline configuration with 246mm (9.687") disc diameter
• Economically priced twin disc design - uses your existing flywheel
• Organic/organic friction facings deliver smooth engagement with soft pedal effort
• Sprung hub discs for excellent release characteristics and driveability
• Diaphragm pressure plate with 10" Long bolt pattern and 8mm hardware
• Small ring adapter fits Ford 157T flywheels
• Street-focused design - not intended for competition use
• Made in the USA

Description

When you've built serious power but need a clutch that remains civilized on the street, the McLeod RST twin disc clutch kit delivers an economically priced solution for high-horsepower Ford applications. This kit solves the fundamental problem of single-disc clutches that either slip under power or become unbearably harsh for daily driving - without requiring you to purchase a new flywheel.

Capable of handling 800 horsepower, this clutch manages extreme power while remaining street-friendly. The twin-disc design spreads clamping loads across two organic friction surfaces, reducing pressure plate spring tension compared to equivalent single-disc setups. Organic-faced twin sprung hub friction discs provide smooth engagement with soft pedal effort and excellent release characteristics, making this ideal for enthusiasts who demand performance without sacrificing driveability.

The small ring adapter configuration works with Ford 157T flywheel bolt patterns. The 26 x 1-1/8" input spline accommodates transmissions like the TKO-500/600, TKX, and T56 Magnum. McLeod's patent-pending adapter ring ensures proper pressure plate positioning and prevents the binding issues common with universal adapters. This kit requires your existing flywheel, which must be properly resurfaced before installation. Flywheel surface must have a coarse texture from a stone grinder - if you run your fingernail across it, the texture should catch your nail.

Compatible with Ford applications using 10" Long bolt patterns with 8mm hardware for 10.5" bellhousing configurations. Note: This clutch is designed for high-horsepower street use and is not intended for competition environments. Made in the USA.

What's Included

• Diaphragm pressure plate (10" Long bolt pattern)
• Two organic friction discs (246mm diameter, 26 x 1-1/8" spline, sprung hub)
• Floater plate
• McLeod patent-pending small ring adapter
• Pilot alignment tool
• Installation instructions
• Flywheel clutch pattern chart

Note: This kit does not include a pilot bearing or throwout bearing.

Key Features

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

Description

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

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

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

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

What's Included

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

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

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

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

What's Included

• One needle roller pilot bearing with factory lubrication

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

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

Kit Includes

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

Key Features

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

Description

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

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

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

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

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

What's Included

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

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

Key Features

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

Description

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

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

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

Kit Includes

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

Key Features

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

Description

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

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

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

Kit Includes

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

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

Key Features

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

Description

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

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

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

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

Kit Includes

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

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

Key Features

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

Description

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

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

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

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

Kit Includes

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

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

Key Features

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

Description

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

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

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

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

Kit Includes

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

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

Key Features

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

Description

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

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

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

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

Kit Includes

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

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

• Stainless steel threaded adjustment sleeve provides nearly 1.25 inches of height adjustability
• 0.700-inch piston travel for reliable clutch engagement across diverse applications
• High-temperature monoseal design with quad tensioner ensures proper seal tension and maximum reliability
• Constant-contact design self-adjusts for clutch wear - no gap, no helper springs required
• Flat face bearing with 1.71-inch to 3.03-inch contact diameter fits most 8.5-inch to 11-inch bent-finger and lever-type clutches
• Bearing height adjustable from 1.77 inches to 3.00 inches to accommodate diverse clutch configurations
• Complete kit includes -4AN stainless braided supply and bleed lines, fittings, and anti-rotation hardware
• Requires 1.430-inch bearing retainer guide tube for proper fitment

Description

Eliminate the clearance issues and binding problems that plague external slave cylinders with this Tilton 6000 Series hydraulic release bearing, engineered specifically for Ford T56 and Magnum transmissions equipped with a guide tube. Where external slaves often create interference with headers, crossmembers, or bellhousing configurations, this internal slip-on design mounts directly onto the transmission input shaft bearing retainer - delivering consistent clutch actuation without the packaging headaches.

Tilton's precision-machined billet aluminum body and piston deliver race-proven reliability in a street-friendly package. The constant-contact design maintains continuous engagement with the pressure plate fingers - no gap to manage, no helper springs required. As your clutch wears, the bearing automatically compensates, maintaining identical pedal feel from installation through replacement. The high-temperature monoseal with quad tensioner provides maximum seal integrity under demanding conditions, while newly designed double O-ring swivel fittings have been extensively tested to prevent leakage.

The stainless steel threaded adjustment sleeve provides nearly 1.25 inches of adjustability, enabling compatibility with most 8.5-inch to 11-inch bent-finger and lever-type diaphragm clutches. Total bearing height ranges from 1.77 inches to 3.00 inches, giving you the flexibility to dial in precise preload regardless of clutch configuration. Compatibility extends to most bellhousings - unlike external slaves limited to specific applications, this internal design works with original 4-speed bells, big block bells, and aftermarket housings. Compatible with Ford T5s, Ford TKOs, Ford T56s with CSC hydraulic setup, and XL Magnum T56 for 2005+ Ford Mustangs. Tilton release bearings are DOT3 or DOT4 brake fluid compatible.

What's Included

• Tilton 6000 Series hydraulic release bearing with billet aluminum body and piston
• Stainless steel threaded adjustment sleeve
• -4AN stainless steel braided supply line
• -4AN stainless steel braided bleed line
• Union fitting for main supply line connection (24-inch line recommended for most applications)
• Anti-rotation bolt
• High-strength transmission retainer bolt
• Installation instructions

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

• High-impact polymer resin engineered for performance-level torque and temperature demands
• Subsurface graphics that cannot wear off from use
• 2-1/8" diameter with 6-speed shift pattern and pearl gray racing stripes
• 16mm x 1.50 brass master insert exceeds 200 ft. lbs. static pull and 20 ft. lbs. twist torque specifications
• 4-ounce weight for balanced shifting feel
• Precision machined and polished to a high-gloss finish
• Made in the USA

Description

Cheap shift knobs crack, fade, and strip out under hard use. The R-Series shift ball solves those problems with a specially formulated high-impact polymer resin engineered specifically for the demands of performance driving. This isn't generic plasticit's purpose-built material that won't develop stress cracks with age and maintains its finish through years of daily driving and spirited shifting.

The 16mm x 1.50 brass master insert is where this shift ball proves its worth under load. It exceeds the auto industry's specification of 200 ft. lbs. static pull and 20 ft. lbs. twist torque test, so it won't strip out or work loose when you're rowing through gears hard. The 6-speed shift pattern and pearl gray racing stripes are subsurface graphicsembedded within the material itself rather than printed on topso they cannot wear off no matter how many miles you put on them.

At 2-1/8" diameter and 4 ounces, the R-Series delivers a substantial grip surface without adding excessive weight to your shift lever. The precision-machined construction is polished to a high-gloss finish that looks right at home in everything from a classic muscle car to a modern build. Thread adapters are available separately if your shift lever uses something other than the standard 16mm x 1.50 threading. Made in the USA by a manufacturer that's been shifting gears since 1952.

What's Included

• R-Series black shift ball with pearl gray racing stripes and 6-speed pattern (2-1/8" diameter)
• 16mm x 1.50 brass master insert (installed)
• Brass jam nut

Key Features

• High-impact polymer resin formulated for performance-level torque and temperature demands
• Subsurface graphics embedded during manufacturing - cannot wear, chip, or fade
• 16mm x 1.50 brass master insert exceeds 200 ft-lb static pull and 20 ft-lb twist torque specs
• 2-1/8" diameter for optimal palm grip and precise shift feel
• 6-speed shift pattern in contrasting white racing stripe design
• 4-ounce weight balances comfortable grip with controlled shift momentum
• High-gloss scratch-resistant finish maintains appearance through years of use
• Includes jam nut for secure lever mounting
• Made in the USA since 1952

Description

Worn shift knobs with faded patterns and stripped threads are more than cosmetic problems - they compromise shift accuracy and driver confidence. The R-Series 6-Speed Shift Ball delivers the durability and precision your build demands, constructed from specially formulated high-impact polymer resin designed to handle performance-level torque loads and temperature extremes without cracking, fading, or becoming tacky in summer heat.

What separates this shift ball from generic alternatives is the subsurface graphic process. The white racing stripe and 6-speed shift pattern are embedded within the polymer during manufacturing - not silk-screened, etched, or applied as a surface coating. They physically cannot wear off, no matter how many shifts you bang through. The 16mm x 1.50 brass master insert provides the foundation for this durability, exceeding the auto industry's specification of 200 ft-lb static pull and 20 ft-lb twist torque testing.

At 2-1/8" diameter and 4 ounces, this shift ball strikes the ideal balance between palm-filling grip and controlled shift momentum. The high-gloss black finish resists scratches and maintains its showroom appearance through daily driving or weekend track sessions. The included jam nut locks the ball securely to your shift lever, eliminating loosening during aggressive shifting.

Thread adapters are available separately if your shift lever uses a different thread pitch than the 16mm x 1.50 master insert - contact MDL's tech team if you need help identifying your lever's thread size. Built in the USA by a manufacturer that has been shifting gears since 1952, bringing OEM-level quality and precision to classic, custom, and hot rod applications.

What's Included

• One (1) R-Series black shift ball with white racing stripe and 6-speed pattern
• One (1) 16mm x 1.50 brass master insert (pre-installed)
• One (1) jam nut

Key Features

• 2-1/8" diameter gray polymer resin ball with white rally stripe that does not interfere with shift pattern visibility
• 16mm x 1.50 brass master insert exceeds 200 ft. lbs. static pull and 20 ft. lbs. twist torque industry specifications
• High-impact polymer resin formulated for performance-level temperature and torque demands without stress cracking
• Subsurface graphics that cannot wear off during use
• 4-ounce weight for balanced shift feel
• Precision-machined construction with high-gloss polished finish
• Includes brass jam nut; thread reducers available separately for compatibility with various shifter applications
• Made in the USA

Description

Upgrade your 6-speed manual with this R Series shift ball that delivers classic rally aesthetics and engineered durability in a single package. The 2-1/8" diameter provides comfortable grip for spirited driving, while the white rally stripe adds period-correct styling without cluttering shift pattern visibility.

Built from specially formulated high-impact polymer resin designed specifically for automotive applications, this shift ball withstands aggressive shifting and engine bay heat without developing the stress cracks common in inferior materials. The precision-machined 16mm x 1.50 brass master insert exceeds automotive industry specifications, tested to 200 ft. lbs. static pull and 20 ft. lbs. twist torque resistance for secure, worry-free mounting.

Subsurface graphics resist wear and fading, maintaining their appearance through years of hard use. At 4 ounces, this shift ball delivers the right balance of mass for crisp, positive shifts without excessive weight that could stress shifter components. The high-gloss polished finish adds a premium look to any interior.

Thread reducers are available separately to adapt the 16mm x 1.50 master insert to match your specific shifter thread size. Proudly made in the USA with the quality and precision that has been shifting gears since 1952.

What's Included

• Gray polymer resin shift ball with white rally stripe and 6-speed pattern (2-1/8" diameter)
• 16mm x 1.50 brass master insert (factory installed)
• Brass jam nut

Key Features

• High-impact polymer resin engineered for performance-level torque and temperature demands
• Subsurface graphics embedded into the material - will not wear off or fade
• 2-1/8" diameter white base with black rally stripes that wrap around the 6-speed shift pattern
• 16mm x 1.50 brass master insert exceeds 200 ft. lbs. static pull and 20 ft. lbs. twist torque specifications
• 4-ounce weight for balanced shift feel
• Precision machined and polished to a high gloss finish
• Made in the USA

Description

Factory plastic shift knobs crack, fade, and wear out - the graphics rub off, the threads strip, and the whole thing looks tired after a few seasons of hard use. The R-Series shift ball solves these problems with purpose-built construction designed for real driving conditions.

This 2-1/8" diameter shift knob is molded from a specially formulated high-impact polymer resin engineered specifically for automotive applications. Unlike generic plastics, this material is designed not to develop stress cracks with aging, handling the thermal cycling and mechanical stress of performance driving. The black rally stripes are subsurface - embedded into the white base material rather than printed or painted on top - creating a smooth finish that stays sharp shift after shift.

The 16mm x 1.50 brass master insert is the foundation of this knob's durability. This solid brass threading exceeds the auto industry's specification of 200 ft. lbs. static pull and 20 ft. lbs. twist torque, ensuring it won't strip or fail when you're rowing through gears under load. At 4 ounces, the weight provides positive shift engagement without excessive mass that can stress your synchros. Each knob is precision machined and polished to a high gloss finish.

The 16mm master insert requires a thread reducing adapter (sold separately) to fit your specific shift lever thread size - contact MDL if you need help selecting the correct adapter for your application. A brass jam nut is included for secure installation that prevents loosening during spirited driving. Made in the USA with the quality and precision that serious builders demand.

What's Included

• One (1) R-Series 2-1/8" white polymer resin shift ball with black rally stripes and 6-speed shift pattern
• One (1) 16mm x 1.50 brass master insert (installed)
• One (1) brass jam nut

Thread reducing adapters sold separately - contact MDL to select the correct adapter for your shift lever thread size.

Key Features

• Premium 2-1/8" diameter white polymer resin construction with gray rally stripes
• Subsurface graphics bypass the 6-speed shift pattern and will not wear off
• 16mm x 1.50 brass master insert with included jam nut
• High-impact polymer resin formulated for performance torque and temperature demands
• 4-ounce weight delivers optimal shifting feel and inertia
• Master insert exceeds 200 ft-lb static pull and 20 ft-lb twist torque specifications
• Precision machined and polished to a high-gloss finish
• Made in the USA

Description

Add race-inspired style to your 6-speed manual with the R-Series shift ball. This premium 2-1/8" diameter white shift knob features crisp gray rally stripes that bypass the shift pattern for clean gear identification. Unlike painted or pad-printed graphics that wear away with use, the rally stripe graphics on this shift ball are subsurface-printed and physically cannot wear off, ensuring your interior looks sharp for years of spirited driving.

The R-Series is built from specially formulated high-impact polymer resin designed to meet performance-level torque and temperature requirements. This isn't generic plastic that will crack, fade, or become brittle with age. The precision-machined construction is polished to a high-gloss finish that resists stress cracking even after years of exposure to heat cycles and UV. At 4 ounces, the shift ball provides just enough mass for crisp, satisfying throws without adding excessive weight that slows down quick shifts.

A 16mm x 1.50 brass master insert is pre-installed and includes a jam nut for secure, rattle-free mounting. The brass insert exceeds automotive industry specifications of 200 ft-lb static pull and 20 ft-lb twist torque, meaning this knob stays put no matter how hard you row through the gears. For shifter levers with different thread pitches, MDL stocks a range of thread adapters. Know your shifter's thread size when ordering so the correct adapter can be recommended for proper fitment.

Made in the USA by a manufacturer that has been shifting gears since 1952, the R-Series represents decades of expertise in precision shift knob manufacturing. Compatible with any 6-speed manual transmission application when paired with the appropriate thread adapter.

Kit Includes

• White polymer resin shift ball with gray rally stripes (2-1/8" diameter)
• 16mm x 1.50 brass master insert (pre-installed)
• Brass jam nut

Rally Series 6-Speed Shift Ball | Black with Pearl Stripe | 2-1/8" | 16mm Thread

Key Features

• 2-1/8" diameter black shift ball with pearl rally stripes and 6-speed shift pattern
• High-impact polymer resin formulated for performance-level torque and temperature demands
• Subsurface graphics that cannot wear off or fade
• 16mm x 1.50 brass master insert exceeds 200 ft. lbs. static pull and 20 ft. lbs. twist torque
• 4-ounce weight for smooth, deliberate throws
• Precision-machined and polished to a high-gloss finish
• Thread adapters available for other shift lever thread sizes
• Made in the USA

Description

A worn-out or generic shift knob kills the feel of an otherwise dialed-in cockpit. This Rally Series shift ball puts the finishing touch on your 6-speed build with a classic racing aesthetic and the durability to back it up. The pearl rally stripes against the black base deliver unmistakable style, while the embedded 6-speed shift pattern won't fade or wear off no matter how many miles you put on it.

This isn't a cheap plastic knob that'll crack after a few seasons. The specially formulated high-impact polymer resin is engineered for the demands of performance driving, resisting stress cracks from temperature swings and hard use. The 16mm x 1.50 brass master insert exceeds automotive industry specifications with 200 ft. lbs. static pull strength and 20 ft. lbs. twist torque resistance, so it stays locked to your shift lever where it belongs.

At 4 ounces, this shift ball provides just enough mass for confident, deliberate shifts without adding unnecessary weight that can stress your synchronizers. The 2-1/8" diameter gives you a solid grip, and the precision-machined, high-gloss polished finish looks as good as it feels. Every surface is machined and polished for a premium fit and feel.

This shift ball threads directly onto 16mm x 1.50 shift levers. For other thread sizes, thread adapters are available separately. Manufactured by a company that's been in the shift knob business since 1952, delivering the quality that OEM and aftermarket builders trust. Made in the USA.

What's Included

• Black polymer resin shift ball with pearl rally stripes (2-1/8" diameter)
• 16mm x 1.50 brass master insert (installed)
• Jam nut

Key Features

• Precision-machined 6-speed shift pattern with red rally stripe graphics
• 2-1/8" diameter high-impact polymer resin construction
• 16mm x 1.50 brass master insert with jam nut included
• Subsurface graphics that cannot wear off
• 4-ounce weight for optimal shift feel
• High-gloss polished finish
• Exceeds 200 ft-lbs static pull and 20 ft-lbs twist torque specifications
• Made in the USA

Description

Add classic motorsports style to your 6-speed TREMEC build with this Rally Series shift knob. The bold red rally stripe cuts through the precisely-engraved 6-speed shift pattern, providing clear visual reference during spirited driving while giving your interior that unmistakable racing aesthetic.

Engineered from specially-formulated high-impact polymer resin, this knob is built for the torque and temperature demands of performance driving without developing stress cracks over time. The subsurface graphics are applied beneath the surface layer, ensuring they will never wear off even after years of hard use. The 16mm x 1.50 brass master insert exceeds automotive industry specifications for both static pull (200 ft-lbs) and twist torque (20 ft-lbs), providing rock-solid engagement with your shifter stub.

The 2-1/8" diameter delivers excellent grip without being oversized, while the 4-ounce weight provides that solid, mechanical feel enthusiasts demand. Each knob is precision-machined and polished to a high-gloss finish that complements both modern and classic interiors.

This knob features 16mm x 1.50 threading and requires thread adapters (available separately) to fit most aftermarket shifter applications. When ordering, know your shifter stub thread size so we can recommend the correct adapter if needed. Proudly made in the USA by a manufacturer that has been shifting gears since 1952.

What's Included

• Rally Series 6-speed shift knob in black polymer resin with red rally stripe
• 16mm x 1.50 brass master insert (installed)
• Jam nut

Rally Series 6-Speed Shift Knob | Black with White Stripe | 2-1/8" | 16mm

Key Features

• 16mm x 1.50 brass master insert exceeds automotive industry specs: 200 ft. lbs. static pull and 20 ft. lbs. twist torque
• High-impact polymer resin engineered for performance-level torque and temperature demands
• 2-1/8" diameter with subsurface rally stripe graphics that will not wear off
• 4-ounce weight for precise shifting feel
• Precision machined and polished to a high-gloss finish
• Stress-crack resistant formulation resists aging
• Includes jam nut for secure installation
• Made in the USA

Description

Upgrade your shifter with this Rally Series 6-speed shift knob that delivers both performance durability and classic motorsports style. The bold white rally stripe running through the black polymer body and 6-speed shift pattern is not a surface decal -- it is subsurface graphics that cannot fade, wear, or peel no matter how many miles you log.

The specially formulated high-impact polymer resin construction is engineered specifically for the automobile industry, designed to meet performance-level torque and temperature requirements without developing the stress cracks that plague inferior plastic knobs over time. The 16mm x 1.50 brass master insert is built to handle serious abuse, exceeding the automotive industry's specification of 200 ft. lbs. static pull and 20 ft. lbs. twist torque test. That kind of strength matters when you are rowing through gears under pressure.

At 4 ounces and 2-1/8" diameter, this knob delivers the right combination of mass and ergonomics for confident shifts. The precision-machined surface and high-gloss finish provide secure grip with a premium feel. MDL stocks thread adapters for a wide range of shifter applications -- just specify your shifter's thread pitch when ordering if you need a reducer to adapt from the 16mm master insert.

This Rally Series knob represents over 70 years of American shift knob manufacturing excellence, combining proven materials engineering with motorsports-inspired styling. Made in the USA.

What's Included

• Rally Series 6-speed shift knob -- black with white rally stripe through shift pattern
• 16mm x 1.50 brass master insert (installed)
• Jam nut

Rally Series 6-Speed Shift Ball | Gray with White Stripe | 2-1/8" | 16mm Thread

Key Features

• 16mm x 1.50 brass master insert with jam nut included — thread reducers available for universal fitment
• High-impact polymer resin formulated for performance torque and temperature demands
• Subsurface graphics that cannot wear off — white rally stripe runs through the 6-speed shift pattern
• Precision machined and polished to a high-gloss finish
• 2-1/8" diameter for comfortable grip
• 4-ounce weight for positive shift feel
• Brass master insert exceeds 200 ft-lbs static pull and 20 ft-lbs twist torque specs
• Made in the USA

Description

Replace that worn factory shift knob with a premium Rally Series upgrade that delivers both style and durability. This 6-speed shift ball features a classic gray base with bold white rally stripes running directly through the engraved shift pattern — giving your interior that authentic motorsport look while providing clear shift guidance at a glance.

Engineered from specially formulated high-impact polymer resin, this shift ball is purpose-built to handle the torque and temperature demands of performance driving without developing stress cracks over time. The subsurface graphics are embedded during manufacturing, not applied afterward, so the white rally stripes and shift pattern won't fade, chip, or wear off regardless of how many miles you put down. The precision-machined surface is polished to a high-gloss finish that complements both classic and modern interiors.

The 16mm x 1.50 brass master insert exceeds automotive industry specifications — tested to 200 ft-lbs static pull and 20 ft-lbs twist torque — ensuring secure mounting even under aggressive shifting. The included jam nut locks everything in place. If your shifter uses a different thread size, thread reducers are available separately to adapt this knob to common SAE sizes. At 4 ounces, the weight provides positive shift feel without being overly heavy.

Fits any shifter with 16mm x 1.50 threading directly, or adapt to other thread sizes using available reducers. Precision manufactured in the USA by a company that's been shifting gears since 1952.

What's Included

• Rally Series 6-speed shift ball — gray with white rally stripe
• 16mm x 1.50 brass master insert (pre-installed)
• Jam nut

Key Features

• High-impact polymer resin engineered for performance-level torque and temperature demands
• Brass master insert exceeds 200 ft. lbs. static pull and 20 ft. lbs. twist torque specifications
• Subsurface graphics molded into material -- will not wear off
• 2-1/8" diameter white shift ball with black rally stripe and 6-speed pattern
• 16mm x 1.50 brass master insert with included jam nut
• 4-ounce weight for balanced shift feel
• Precision machined and polished to high-gloss finish
• Made in the USA

Description

Add classic muscle car style to your 6-speed build with this Rally Series shift ball featuring the iconic white body and black rally stripe. The 2-1/8" diameter size fills your hand properly for confident throws, while the 4-ounce weight provides just enough mass for smooth, precise shifts without feeling sluggish during spirited driving.

Engineered from specially formulated high-impact polymer resin designed specifically to meet performance-level torque and temperature requirements, this shift ball won't develop stress cracks from years of high-RPM shifts or temperature cycling that destroys cheaper alternatives. The subsurface graphics are molded directly into the material rather than printed or painted on the surface -- they physically cannot wear off regardless of use. Every shift ball is precision machined and polished to a high-gloss finish that looks sharp and provides consistent grip.

The 16mm x 1.50 brass master insert exceeds automotive industry specifications of 200 ft. lbs. static pull and 20 ft. lbs. twist torque, making this shift ball suitable for aggressive shifting where inferior plastic threads would strip or fail. From a manufacturer that has been producing quality shift components since 1952, this is the same high-impact polymer formula trusted by OEM and aftermarket applications alike.

This shift ball is configured with a 16mm x 1.50 thread and includes a jam nut for secure installation. Thread adapters are available separately for compatibility with different shift lever configurations -- contact us with your shift lever thread size if you need an adapter recommendation. Made in the USA.

What's Included

• White polymer resin shift ball with black rally stripe and 6-speed shift pattern (2-1/8" diameter)
• 16mm x 1.50 brass master insert (installed)
• Jam nut

Key Features

• Premium Rally Series white shift ball with gray racing stripes and 6-speed shift pattern
• 2-1/8 in. diameter high-impact polymer resin construction rated for performance torque and temperature demands
• Subsurface graphics permanently embedded beneath the surface - will not wear, fade, or chip
• 16mm x 1.50 brass master insert exceeds industry standards: 200 ft-lbs static pull and 20 ft-lbs twist torque
• Includes brass threaded adapter and jam nut in your choice of size for universal shifter compatibility
• Lightweight 4-ounce design for quicker, more precise shifts
• Precision machined and polished to a high-gloss finish
• Made in the USA

Description

Add classic racing style to your interior with this Rally Series shift ball featuring bold gray rally stripes on a white body and a crisp 6-speed shift pattern. Unlike printed or surface-applied graphics that wear off after a few thousand shifts, the Rally Series uses subsurface graphics embedded beneath the polished exterior during manufacturing - so your shift pattern and stripes stay sharp for the life of the knob.

The 2-1/8 in. diameter ball is molded from a specially formulated high-impact polymer resin developed specifically for automotive applications. This material resists the stress cracking that plagues cheaper shift knobs as they age, and it handles the temperature swings and torque loads of spirited driving without degrading. The brass master insert is threaded at 16mm x 1.50 and exceeds the auto industry's specification of 200 ft-lbs static pull and 20 ft-lbs twist torque - far beyond what you'll ever put through it.

At just 4 ounces, this precision-machined shift ball keeps rotating mass low for quick, snappy shifts while still delivering the solid palm feel drivers expect. The high-gloss polished finish complements any interior style, from resto-mod to full race build. The included brass threaded adapter and jam nut allow you to match the shift ball to your specific shifter's thread size - just select the correct adapter size when ordering.

This shift ball is compatible with most manual transmission shifters when paired with the appropriate thread reducer. Made in the USA by a manufacturer that has been shifting gears since 1952.

What's Included

• Rally Series white shift ball with gray stripes and 6-speed pattern (2-1/8 in. diameter)
• 16mm x 1.50 brass master insert (installed)
• Brass threaded adapter (size of your choice)
• Brass jam nut
• Lifetime technical support

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

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

Kit Includes

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

Key Features

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

Description

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

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

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

What's Included

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

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

Key Features

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

Description

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

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

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

What's Included

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

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

Key Features

• High-impact polymer resin construction - specially formulated for performance-level torque and temperature requirements
• Subsurface white 6-speed shift pattern graphics - permanently embedded, will not wear off
• 16mm x 1.50 brass master insert - exceeds industry spec of 200 ft. lbs. static pull and 20 ft. lbs. twist torque
• 1-7/8" diameter ergonomic design with high-gloss polished finish
• 4-ounce weight - balanced for precise shifting feel
• Jam nut included for secure installation
• Made in the USA

Description

Worn, faded shift knobs kill the look of an otherwise clean build - and cheap replacements crack, fade, or spin loose within a season. MDL's 6-Speed Black Shift Ball solves both problems with a high-impact polymer resin formulation specifically engineered for the automotive industry. This isn't generic plastic - it's a performance-grade compound designed to resist stress cracking with age while handling the torque and temperature extremes of hard driving.

The white 6-speed shift pattern is subsurface - meaning it's embedded beneath the outer layer, not printed or painted on top. It won't wear off from palm contact, won't fade from UV exposure, and won't peel at the edges. The 16mm x 1.50 brass master insert is equally overbuilt, exceeding the auto industry's specification of 200 ft. lbs. static pull and 20 ft. lbs. twist torque. Precision machining and polishing deliver a high-gloss finish that looks as good as it feels.

The 16mm thread pitch fits most aftermarket performance shifters directly. If your shifter uses a different thread size, MDL stocks thread adapters to match - just know your shifter's thread pitch when ordering so we can recommend the right reducer. This universal approach makes the shift ball compatible with Ford, GM, and Mopar applications when properly matched to your shifter.

At 4 ounces with a 1-7/8" diameter, this shift ball delivers ergonomic comfort and balanced weight for crisp, confident throws. Made in the USA with the quality standards serious builders demand.

What's Included

• MDL 6-speed black shift ball with white subsurface pattern graphics
• 16mm x 1.50 brass master insert (installed)
• Jam nut for secure installation

Key Features

• 2-1/8" diameter polished aluminum construction for optimal grip and control
• Laser-engraved 6-speed shift pattern on top -- won't fade, chip, or wear off
• MDL logo engraved on the side for authentic branding
• 16mm x 1.50 thread pitch -- compatible with most shifters when paired with MDL thread reducers
• 4-ounce weight provides solid, positive shifts without excessive mass
• Made in the USA

Description

Finish your 6-speed swap the right way. This polished aluminum shift ball from MDL delivers the premium look and feel that separates a proper build from a parts-bin project. The 2-1/8" diameter provides the ideal grip size -- large enough for confident throws under hard driving, compact enough to clear console-mounted components without interference.

The laser-engraved 6-speed shift pattern on top gives you clear gear position reference that will never fade, chip, or wear off over years of aggressive shifting. Unlike printed or embossed patterns that deteriorate with use, the engraving is cut directly into the aluminum surface for permanent legibility. The MDL logo on the side confirms you're running genuine Modern Driveline equipment.

This shift ball features 16mm x 1.50 threading, which is the universal standard for aftermarket shift knobs. MDL stocks thread reducing inserts that adapt the 16mm bore to fit popular shifter thread sizes including 8mm-1.25, 9mm-1.25, 12mm-1.75, and 3/8-24, ensuring compatibility across Ford, GM, and Mopar applications. The 4-ounce weight provides substantial feel in your palm without the excessive mass that can accelerate shifter wear or create unwanted momentum during rapid gear changes.

Proudly made in the USA, this shift ball represents the fit, finish, and attention to detail that serious builders expect from MDL. Grab it, shift it, go.

What's Included

• One polished aluminum shift ball (2-1/8" diameter)
• Laser-engraved 6-speed shift pattern on top
• MDL logo engraved on side
• 16mm x 1.50 internal threading

Note: Thread reducing insert sold separately -- see MDL thread reducers for your specific shifter application.

6-Speed White Shift Ball | 16mm x 1.50 Thread | High-Impact Polymer Resin

Key Features

• 1-7/8" diameter white polymer resin ball with crisp 6-speed shift pattern
• 16mm x 1.50 brass master insert exceeds 200 ft. lbs. static pull and 20 ft. lbs. twist torque
• Subsurface graphics embedded during manufacturing - cannot wear, fade, or peel
• High-impact polymer resin formulated for performance-level torque and temperature cycling
• 4-ounce weight for positive shift feel without excessive mass
• Precision machined and polished to high-gloss finish
• Thread adapters available for non-16mm shift levers
• Made in the USA

Description

Worn shift knobs with faded patterns and loose threads make every gear change feel sloppy. This 6-speed polymer resin shift ball delivers the crisp, confident feel your transmission deserves. The high-impact polymer resin is specifically formulated for automotive applications - engineered to resist stress cracking from temperature cycling and aging that destroys cheaper plastic alternatives.

The 16mm x 1.50 brass master insert is the heart of this shift ball's durability. Tested to exceed automotive industry standards of 200 ft. lbs. static pull and 20 ft. lbs. twist torque, it won't strip, loosen, or fail under aggressive shifting. The included jam nut locks everything in place for rattle-free operation. At 4 ounces, the ball provides just enough heft for positive shift engagement without the excessive weight that can mask transmission feedback.

Unlike painted or applied graphics that wear off after a few months, the 6-speed shift pattern on this ball is subsurface - embedded during the manufacturing process where it's protected from your palm, UV exposure, and cleaning chemicals. The precision-machined surface is polished to a high-gloss finish that resists scratching and maintains its appearance over years of use.

This shift ball fits any 16mm threaded shift lever directly. Running a different thread size? MDL stocks thread adapters to fit most common shift lever configurations - just confirm your lever's thread pitch when ordering. Quality American manufacturing ensures consistent tolerances and reliable performance from a company that's been shifting gears since 1952.

What's Included

• White 6-speed high-impact polymer resin shift ball (1-7/8-inch diameter)
• 16mm x 1.50 brass master insert (pre-installed)
• Jam nut

Key Features

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

Description

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

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

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

What's Included

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

Shift Knob Thread Reducer Insert & Jam Nut | 16mm to 1/2"-20

Key Features

• Converts 16mm metric threaded shift knobs to 1/2"-20 SAE thread
• Direct fit for 1960s Ford OEM chrome shift levers
• Includes jam nut to lock the assembly and prevent loosening
• Compatible with Fairlane, Mustang, Cougar, Falcon, Galaxie, and other Ford applications

Description

Classic Ford shift levers from the 1960s use 1/2"-20 SAE threads, but many modern and aftermarket shift knobs are tapped with 16mm metric threading. This reducer insert bridges that gap, letting you mount your preferred 16mm knob onto the factory Ford lever without modification or compromise.

The insert threads onto the shift lever's 1/2"-20 male threads, providing a 16mm female socket to accept metric shift knobs. The included jam nut cinches down against the insert to lock everything in place, eliminating the wobble and loosening that plague makeshift adapter setups.

Ideal for builders restoring Fairlanes, Mustangs, Cougars, Falcons, Galaxies, and other Ford models equipped with OEM chrome shift levers. Keep the factory shifter mechanism and upgrade to the shift knob of your choice.

What's Included

• Thread reducer insert (16mm female to 1/2"-20 male)
• 1/2-20 Jam nut

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

Key Features

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

Description

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

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

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

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

Kit Includes

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

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

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

Kit Includes

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

Key Features

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

Description

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

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

What's Included

• Chrome shift boot bezel/retainer - steel construction

Key Features

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

Description

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

What's Included

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

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

Key Features

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

Description

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

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

Kit Includes

• 17-tooth speedometer driven gear, white plastic

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

Key Features

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

Description

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

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

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

Kit Includes

• 18-tooth yellow speedometer driven gear

Key Features

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

Description

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

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

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

What's Included

• One 19-tooth speedometer driven gear (pink)

Key Features

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

Description

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

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

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

What's Included

• One 20-tooth driven speedometer gear (black)

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

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

Kit Includes

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

Key Features

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

Description

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

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

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

What's Included

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

Key Features

• Environmentally-sealed Weather Pack connector resists moisture, extreme temperatures, and corrosive engine bay vapors
• 14 AWG wires with 10-inch leads for flexible installation routing
• Male (tower) and female (shroud) housings with pin-and-socket configuration for secure connection
• 20-amp maximum capacity for reliable 12V electrical operation
• Direct-fit compatibility with GM T56 Magnum, Ford T56 Magnum, and V6 Ford T5 transmissions
• Complete terminal and pigtail assembly - no additional components needed

Description

When swapping to a T56 Magnum or Ford T5 transmission, connecting the reverse light circuit is critical for both legal compliance and safety. This reverse switch harness eliminates the guesswork and provides a clean, factory-grade electrical connection that integrates seamlessly with existing vehicle wiring.

Built around the proven Weather Pack connector system, this harness delivers outstanding reliability in demanding engine bay environments. The pin-and-socket design creates a positive mechanical lock while sealing out moisture, dirt, and corrosive chemical vapors that destroy standard electrical connections over time. Heavy-duty 14 AWG wire handles the full electrical load with headroom to spare, while the 10-inch leads provide flexibility for routing around headers, exhaust components, and other obstacles.

The complete terminal and pigtail assembly plugs directly into GM T56 Magnum, Ford T56 Magnum, and V6 Ford T5 transmissions without modification. On the vehicle side, the Weather Pack connector interfaces cleanly with existing reverse light circuits or aftermarket wiring harnesses. This eliminates the common problems of corroded connections, loose terminals, and failed reverse lights that plague cut-and-splice installations.

What's Included

• Weather Pack male (tower) housing with terminals
• Weather Pack female (shroud) housing with terminals
• 10-inch 14 AWG wire leads (pair)
• Complete pin-and-socket connector assembly

Key Features

• Single tube design delivers maximum stiffness without excess weight
• Adjustable bolt-on mounting brackets allow exact positioning of crossmember
• Engineered to optimize pinion angle for proper driveline geometry
• Maximizes exhaust clearance compared to factory stamped steel crossmembers
• Compatible with TKX, T56 Magnum, TKO, T-5, T-45, AOD, C4, C6, TH350, TH400, 4L60E, 4L80E, and more
• No permanent modifications required to original chassis
• Black powder coat finish for long-lasting appearance
• Made in the USA

Description

Swapping a modern TREMEC TKX or T56 Magnum into your classic '65-'70 Mustang means dealing with a transmission that sits significantly farther back than the original. The factory crossmember location simply does not work. This Stifflers universal crossmember kit solves that problem with an adjustable mounting system that positions behind the factory floor support, accommodating the extended length of six-speed transmissions while maintaining solid chassis integration.

At the core of the kit is Stifflers' signature single tube crossmember design. The tubular construction provides strength and rigidity that the factory stamped steel crossmember lacks, all without adding unnecessary weight. Adjustable bolt-on mounting brackets clamp directly to the subframe rails, allowing you to dial in the exact fore-aft position needed for your specific transmission. This adjustability also lets you optimize pinion angle for proper driveline geometry and smooth operation at speed.

The low-profile design maximizes exhaust clearance, giving you more room to route headers and exhaust pipes than the original crossmember allowed. Transmission compatibility is extensive: AOD, AODE, 4R70W, C4, C6, T-5, T-45, T-45 Cobra spec, T-56, T-56M, TKO, TKX, 3550, 3560, G101A, TH350, TH400, 4L60E, 4L80E, Powerglide, and more.

Important: This crossmember kit does not include a transmission mount. The '65-'70 OEM rubber transmission mount will not work with this crossmember system--a compatible mount must be sourced separately based on your transmission choice.

What's Included

• Stifflers single tube transmission crossmember with black powder coat finish
• Adjustable bolt-on subframe mounting brackets
• Mounting hardware
• 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

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

Key Features

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

Description

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

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

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

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

Kit Includes

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

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

What's Included

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

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

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

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

What's Included

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

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