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

Key Features

• 330 ft-lb torque capacity - handles up to 450 hp on street tires
• 2.95 first gear ratio for strong launch performance
• 0.63 overdrive drops cruise RPM for improved fuel economy and reduced engine wear
• World Class internals with carbon fiber synchronizer rings on gears 1-4
• 10-spline input shaft (1-1/16" diameter) and 28-spline output shaft
• Steel front bearing retainer with Cobra-style pocket bearing
• Tapered carrier bearings and main needle bearings throughout
• 7-tooth speedometer drive gear (6 and 8-tooth available)
• Just 75 lbs dry - TREMEC's most compact transmission
• Direct replacement for 1983-1993 V8 Mustangs
• Optional 0.73:1 overdrive ratio available
• Shifter Stub Location: straight up on center line, 19.50” back from the bellhousing face

Description

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

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

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

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

What's Included

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

Block Plate | 5-Bolt SBF 221/260/Early 289 | Manual Transmission

Key Features

• Essential spacer plate for 5-bolt Small Block Ford 221, 260, and early 289 engines with manual transmissions
• Precision-cut steel construction matches OE Ford part number C4DZ-7007-A specification
• Provides correct flywheel-to-starter spacing and starter alignment with ring gear
• Required for 5-bolt bellhousing bolt pattern used through August 1964
• Manual transmission applications only—automatic block plates will not fit

Description

Early Small Block Fords used a 5-bolt bellhousing pattern that differs completely from the 6-bolt configuration Ford adopted in August 1964. This block plate is the critical interface component that ensures proper starter alignment and correct spacing between your flywheel and starter motor on 221ci, 260ci, and early 289ci engines equipped with manual transmissions.

The block plate installs between the engine block and bellhousing, maintaining the precise geometry needed for the starter pinion to mesh cleanly with the flywheel ring gear. Without the correct plate, you risk starter engagement issues, grinding, and premature wear on both the starter drive and ring gear teeth. Ford transitioned to the 6-bolt pattern to reduce noise, vibration, and harshness—but if you're running one of the earlier 5-bolt blocks, only this plate will provide the proper fit.

This plate is for manual transmission applications only. While automatic transmission block plates share the same upper bolt pattern, the lower section shape and bolt pattern are completely different and will not work with a manual bellhousing. If your Small Block Ford was built before August 1964—including all 221ci and 260ci engines, plus early-production 289ci blocks—this is the plate you need.

What's Included

• One steel block plate (Ford part number C4DZ-7007-A specification)

Key Features

• Direct replacement for OE Ford part number C6OZ-7513-C
• Black rubber construction seals out dirt, debris, and contaminants
• Mounts to driver side of bellhousing where clutch fork exits
• Direct-fit design for quick, straightforward installation
• Fits 1965-1971 Ford small block 289, 302, 351 and 250 inline-six engines

Description

Your bellhousing's clutch fork opening is a direct path for dirt, pebbles, and road debris to reach your clutch assembly and transmission input shaft. This factory-style clutch fork dust boot seals that opening, protecting the internals of your drivetrain from contamination that causes premature wear on throwout bearings, clutch forks, and pivot balls.

Constructed from durable black rubber, this boot maintains its seal and flexibility through repeated heat cycles and years of service. The design mounts to the driver side of the bellhousing where the clutch fork exits, creating a tight barrier without restricting fork travel or causing binding during clutch engagement.

This direct-fit replacement matches the original Ford C6OZ-7513-C specification and installs without modification. Whether you're completing a restoration, rebuilding a transmission, or finishing a manual transmission conversion, this boot is an essential component for proper drivetrain protection on all 1965-1971 Ford vehicles equipped with 289, 302, or 351 small block V8s, or the 250 inline-six.

Kit Includes

• Black rubber clutch fork dust boot (1)

Key Features

• OE replacement specification - Ford part number C6AZ-7562-A
• Wire-style design secures clutch fork to bellhousing-mounted fulcrum
• Prevents fork from rattling or dislodging during operation
• Direct fit for clutch fork MD-C50Z-7515-B
• Essential component for proper clutch function and safety

Description

A loose clutch fork is more than an annoyance - it can rattle against the fulcrum, cause inconsistent pedal feel, or in extreme cases come completely off its pivot point. This anti-rattle spring clips directly onto the clutch release lever to lock it securely against the fulcrum mounted inside the bellhousing, eliminating unwanted movement and ensuring reliable clutch actuation every time.

Built to OE specification C6AZ-7562-A, this wire-style spring is the correct design for '65-'66 Ford applications using the wire spring-style clutch fork. The spring clips through the two side holes on the fork just forward of the throwout bearing contact area, providing positive retention without interfering with lever travel.

This small but critical component is often missing or damaged on older vehicles and should be inspected during any clutch service. Compatible with the '65-'66 Ford clutch fork (MD-C50Z-7515-B). If you're rebuilding your clutch system or chasing down a rattle in the bellhousing, this spring is an inexpensive insurance policy against bigger problems.

What's Included

• One wire-style anti-rattle spring (OE# C6AZ-7562-A)

Key Features

• Converts Ford early narrow 5-bolt bellhousing pattern (221, 260, early 289, early big block Ford) to 1983-1993 Ford T5 transmission bolt pattern
• T5 mounting pattern clocked 7 degrees CCW for front-shift T5 tail shaft housing—positions transmission mount flat for proper crossmember alignment
• Bellhousing-to-transmission centering maintained with precision alignment collar (.001" tolerance)
• Machined from 6061 billet aluminum for strength without excess weight
• CNC precision machined for exact fit and finish
• Machined-in MDL logo and part number for positive identification
• Complete mounting hardware included
• Made in the USA

Description

Classic Ford builders running 221, 260, or early '63-'64 289 engines know the frustration: your vintage small block has the early 5-bolt “narrow pattern” bellhousing, but you want the overdrive efficiency and improved ratios of a modern T5 5-speed. This precision adapter plate eliminates the mismatch by creating a direct connection between your narrow-pattern bellhousing and 1983-1993 Ford T5 transmissions or aftermarket T5z units.

The critical engineering detail is the clocking. MDL machines the T5 mounting pattern 7 degrees counterclockwise specifically for front-shift T5 applications. This rotation positions the transmission tail shaft mount flat, ensuring proper chassis integration without binding or odd crossmember angles. The precision CNC machining from 6061 billet aluminum maintains critical bellhousing-to-transmission alignment—the centering collar holds .001" tolerance, which is the difference between a transmission that runs true and one that eats input shaft bearings.

Ford’s narrow 5-bolt pattern was used on 221 and 260 engines, plus early 289s produced before August 1964. Early big block Ford applications also used this pattern, making this adapter essential for period swaps and restomod builds. If you need the T5 bolt pattern clocked straight up for stock Ford T5 applications (where the transmission mount doesn’t need rotation), see MDL item MD-401-2105 instead.

This adapter is compatible with 1983-1993 Ford T5 transmissions and aftermarket T5z units. It does not work with 1994-2004 T5 transmissions, which use a longer input shaft and different bellhousing depth. Proudly made in the USA.

What's Included

• 6061 billet aluminum adapter plate with 7-degree CCW T5 pattern clocking
• Complete mounting hardware
• Installation instructions

Key Features

• Complete transmission-to-bellhousing bolt kit for Ford small block aluminum bellhousing applications
• Sized specifically for aluminum bellhousing wall thickness - different bolt lengths than steel bellhousing kits
• Designed for TREMEC TKO, TKO-500, and TKO-600 5-speed transmissions
• Compatible with QuickTime, Lakewood, and TREMEC aluminum bellhousings

Description

When you are buttoning up a TREMEC TKO swap in your Ford small block-powered project, the last thing you want is to find yourself short on hardware or holding the wrong bolt lengths. This install hardware kit delivers the correct fasteners to mount your transmission securely to an aluminum bellhousing, with bolt lengths specifically sized for the thinner wall section of aluminum housings compared to steel units.

The distinction between aluminum and steel bellhousing hardware is critical. Steel bellhousings are thicker at the transmission mounting face, requiring longer bolts. Aluminum bellhousings from QuickTime, Lakewood, and TREMEC use shorter bolts to achieve proper thread engagement without bottoming out in the transmission case. Using the wrong kit risks either insufficient thread engagement or physical interference that prevents the transmission from seating fully - neither is acceptable on a performance drivetrain.

This kit covers Ford small block Windsor engines (260, 289, 302, 351W) paired with TKO, TKO-500, or TKO-600, transmissions through an aluminum bellhousing. Each fastener is selected to match the specific requirements of this combination, taking the guesswork out of your hardware list and keeping your build on schedule.

What's Included

• Transmission-to-bellhousing mounting bolts (aluminum bellhousing specific lengths)
• All necessary hardware for secure transmission-to-bellhousing connection

Key Features

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

Description

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

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

Kit Includes

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

Key Features

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

Description

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

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

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

Kit Includes

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

Key Features

• Billet steel construction weighing just 19 lbs - significantly lighter than cast iron OEM units
• 157 tooth ring gear for compatibility with small bellhousings and starters
• Zero balance (internally balanced) for stroker motors and Ford Racing crate engines
• Dual clutch bolt patterns for 10" and 10.5" diaphragm clutch assemblies
• 6-bolt crankshaft mounting pattern for direct Ford small block fitment
• Clutch alignment pins included for precision disc positioning
• Made in the USA

Description

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

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

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

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

Kit Includes

• Lighten Billet Steel Flywheel (19 lbs)
• Clutch alignment pins

Key Features

• SFI certified billet steel construction for high-RPM safety and durability
• 157-tooth ring gear for classic Ford small block applications
• Zero balance (internally balanced) - no external counterweight required
• Dual clutch pattern: 10" long and 10.4" metric diaphragm compatible
• 6.00" clutch damper counter-bore diameter
• 6-bolt crankshaft mounting pattern
• Weight: [VERIFY: Product description states 22 lbs, custom field states 19 lbs - confirm correct weight]
• Pre-installed metric alignment pins for 10.4" clutch setup
• Made in the USA with US-milled steel

Description

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

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

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

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

Kit Includes

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

Key Features

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

Overview

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

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

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

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

What's Included

• Lighten billet steel flywheel (19 lbs)
• 157-tooth ring gear (installed)
• Clutch alignment pins

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

Key Features

• Lightened billet steel construction -- stronger than cast iron with reduced rotational mass at just 19 lbs
• SFI certified for racing sanctioning bodies requiring SFI-rated drivetrain components
• 28oz external balance for pre-1982 Ford 221, 260, 289, 302, and 351W engines
• Dual bolt pattern accepts both 10" and 10.5" clutch assemblies
• 157-tooth hardened ring gear for proper starter engagement
• Six-bolt crankshaft mounting pattern -- standard Ford small block fitment
• CNC-machined friction surface for consistent clutch engagement
• Made in the USA with lifetime technical support from MDL

Description

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

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

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

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

What's Included

• Lightened billet steel flywheel (19 lbs) with CNC-machined friction surface
• 157-tooth hardened steel ring gear (installed)
• 28oz external balance weight (installed)
• Clutch alignment pins
• Lifetime technical support from MDL

Key Features

• Billet steel construction - stronger than cast iron, resists stress cracking at high RPM
• Lightened design at 22 lbs. [VERIFY: custom field lists 19 lbs., description states 22 lbs.] - reduced rotational mass for improved throttle response
• 50oz external balance - correct for factory 1981-1995 Ford 5.0L Windsor engines
• Dual clutch pattern - accommodates both 10.5" metric diaphragm and 10" long-style pressure plates
• 157-tooth ring gear for high-performance starter applications
• 6-bolt crankshaft mounting pattern
• 6.00" clutch damper counter-bore
• Metric alignment pins pre-installed - eliminates installation guesswork
• Made in the USA with domestically-milled steel

Description

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

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

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

What's Included

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

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

Key Features

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

Description

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

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

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

Kit Includes

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

Key Features

• Diaphragm pressure plate with 3-1/8" bolt spacing for Ford 10" long pattern flywheels
• Double-riveted organic facings on both sides for smooth engagement and extended service life
• Fully sprung hub with marcel spring for vibration dampening and precise clutch control
• 10-spline 1-1/16" hub fits 3-speed, 4-speed, and T5 transmissions with mechanical release
• 250 ft-lb torque capacity--ideal for stock and mildly modified street builds
• Complete kit includes mechanical throw-out bearing, pilot bushing, and alignment tool
• Hand-built in-house at MDL with double-checked tolerances before shipping
• Performance Proven design tested on and off track
• Made in the USA with 1-year defect-free warranty

Description

If you're running a Ford 289 or 302 with the original 10" long pattern flywheel, finding a quality clutch kit that actually fits can be a headache. This Superior clutch assembly is engineered specifically for that application--a true bolt-on upgrade for 3-speed, 4-speed, and T5 conversions using mechanical clutch actuation.

The diaphragm pressure plate uses 3-1/8" bolt spacing with 5/16" pressure plate bolts, matching the factory Ford 10" long pattern exactly. The clutch disk features true full organic facings that are double-riveted on both sides, delivering smooth engagement, predictable pedal feel, and the durability street cruisers demand. With a 250 ft-lb torque rating, this kit handles stock and mildly modified small-block Ford combinations without complaint.

The carrier assembly incorporates a fully sprung hub for drivetrain dampening, plus a marcel spring that ensures positive clutch release and full pedal control. The 10-spline 1-1/16" hub mates directly to factory Ford manual transmissions and T5 input shafts equipped for mechanical release systems.

Every Superior clutch disk is hand-built in MDL's facility, where each component is checked and double-checked for accuracy before packaging. This isn't mass-produced overseas inventory--it's a ready-to-install premium piece backed by MDL's lifetime tech support and a 1-year free-from-defect warranty. Made in the USA.

What's Included

• Diaphragm pressure plate with 3-1/8" bolt spacing
• 10" organic-faced clutch disk with 10-spline 1-1/16" hub (fully sprung with marcel spring)
• Mechanical throw-out bearing
• Pilot bushing
• Clutch alignment tool
• Installation and break-in instructions
• Lifetime technical support

Our Superior 10in. Long Clutch Set with Kevlar/Kevlar - 10-spline 1-1/16in. hub great for Four-speed and T5 conversions Perfect for those using the stock 289/302 10in. long pattern flywheels looking for high-performance street performance and smooth engagement. Diaphragm pressure plate with 3-1/8in. spacing using 5/16in. pressure plate bolts. Comes with: Mechanical Throw-out bearing, pilot bushing & alignment tool.
Features:
The clutch disk has a true full Kevlar facing on the pressure plate side and Organic on the flywheel side providing you with:

• Smooth engagement
• Superior drivability
• Twice the service life of a stock Organic facing.

The Carrier has a fully sprung hub for dampening and marcel spring for full clutch controlFord 10-spline 1-1/16in. hub

When you buy a Performance Proven product you know its a tried & true productIt has survived the rigorous challenges of Racing on & off track.Shop with confidencelook for the Performance Proven logo. ALL Superior clutch disks are hand-built in-house so that we may ensure quality, exacting tolerances, and flawless operationthey are all checked & double-checked for accuracy before they go in the box for shipping. So, you receive a ready-to-install Premium piece right out of the box backed by a 1-year free-from-defect warranty.

BY MDL https://www.moderndriveline.com/all-about-clutch-tech/

Key Features

• Hand-built Superior clutch disk with dual Kevlar/Kevlar friction facings for maximum heat resistance and durability
• 400 ft-lb torque capacity handles serious performance street and open-track duty
• Diaphragm pressure plate with Ford 10" long bolt pattern (3-1/8" spacing, 5/16"-18 bolts)
• 10-spline hub with 1-1/16" input shaft diameter for classic Ford transmissions
• Sprung hub design absorbs drivetrain shock for smooth engagement
• Mechanical profile throw-out bearing for cable and mechanical linkage systems
• Performance Proven - tested on-track for reliability under racing conditions
• Made in the USA with 1-year defect-free warranty

Description

Classic Ford builds running stock 10" long-pattern flywheels need clutch components that can handle both spirited street driving and open-track sessions without sacrificing daily driveability. This Superior clutch kit delivers exactly that combination with dual Kevlar friction facings that provide exceptional grip and longevity compared to organic-only designs.

The centerpiece is MDL's hand-built clutch disk featuring true full Kevlar facings on both sides. This dual-Kevlar configuration offers superior heat resistance and holding power - Kevlar's coefficient of friction actually increases with elevated temperature, meaning the harder you push it, the better it holds. The sprung hub design absorbs drivetrain shock while maintaining smooth engagement characteristics that won't punish your driveline or left leg during daily driving. Each disk is precision-built in-house and double-checked for runout and balance before shipping.

The diaphragm pressure plate uses the classic Ford 10" long-style bolt pattern with its distinctive 6-bolt configuration arranged in three pairs at 3-1/8" center-to-center spacing, secured with 5/16"-18 bolts. This kit is rated for 400 ft-lbs of torque capacity - plenty for performance street applications and weekend track events. The mechanical throw-out bearing is profiled specifically for cable and mechanical linkage systems found in classic Ford applications.

Designed for Ford transmissions with 10-spline input shafts and 1-1/16" diameter - ideal for four-speed and T5 conversions using stock 289/302 flywheels. Perfect for performance street driving and open-track events where reliability and consistent engagement are critical. This kit represents decades of clutch engineering experience distilled into a proven combination that works.

Kit Includes

• Superior dual Kevlar/Kevlar clutch disk with sprung hub
• Diaphragm pressure plate with 10" long bolt pattern
• Mechanical profile throw-out bearing
• Pilot bushing
• Clutch alignment tool
• 1-year defect-free warranty
• Lifetime technical support

Pressure Plate Bolt Kit | 5/16"-18 x 3/4" | Set of 6

Key Features

• 5/16"-18 thread pitch with 3/4" under-head length
• Complete six-bolt set for standard pressure plate mounting
• Universal fitment for Ford, GM, and Mopar applications using 5/16" hardware
• Critical safety hardware for reliable clutch assembly retention
• Backed by manufacturer's warranty against defects

Description

Pressure plate bolts are among the most critical safety components in any drivetrain. These six fasteners are all that stands between a properly functioning clutch and a catastrophic failure that can destroy transmissions, scatter debris through the bellhousing, or worse. This isn't the place to grab whatever's sitting in the hardware drawer.

This six-bolt kit delivers the 5/16"-18 x 3/4" specification needed for the majority of domestic muscle cars and classic performance applications. The 5/16"-18 thread pitch provides the strength-to-weight balance that made this specification an OEM standard across Ford, GM, and Mopar platforms. The 3/4" under-head length accommodates most standard pressure plate thicknesses without bottoming out in flywheel threads or leaving inadequate engagement.

Unlike generic hardware-store fasteners, these bolts are designed specifically for clutch applications where vibration resistance, proper thread engagement, and precise clamping loads are essential. Proper pressure plate hardware prevents the loosening and shearing that leads to clutch separation under high-RPM loads. Whether you're rebuilding a numbers-matching classic or assembling a street/strip performer, using the correct pressure plate bolts isn't optional.

Compatible with most domestic clutch applications using 5/16" pressure plate bolts. Verify thread specification and length requirements for your specific application before installation.

What's Included

• Six (6) pressure plate bolts, 5/16"-18 x 3/4"
• Manufacturer's warranty against defects

Key Features

• 8740 chromoly steel hardened to 180,000 PSI tensile strength - far exceeds Grade 8 hardware
• 5/16-18 thread with 0.780-inch underhead length for optimal grip on Ford V8 flywheels
• Black oxide finish resists corrosion and delivers a clean, professional appearance
• 1/2-inch hex head for secure wrench engagement during installation
• Large-diameter, low-profile design improves flywheel register engagement
• Application-specific engineering ensures proper thread engagement and clamping force
• Made in the USA with ARP's aerospace-grade quality standards

Description

Every time you stab the throttle, your pressure plate bolts absorb the rotational forces trying to tear your clutch apart. Factory hardware is engineered to a price point - not a performance standard. ARP's High Performance Series pressure plate bolts are forged from premium 8740 chromoly steel and heat-treated to 180,000 PSI tensile strength, delivering a substantial margin of safety over standard Grade 8 fasteners that simply can't match this level of clamping force under stress.

These aren't generic bolts cut to length. Each fastener features a precisely engineered 0.780-inch underhead length optimized specifically for Ford 289-460 V8 applications (1985 and earlier). The large-diameter, low-profile hex head design provides increased shank strength and improved flywheel register engagement compared to OEM hardware. The black oxide finish not only resists corrosion in the harsh bellhousing environment but also looks right on a performance build.

Whether you're building a weekend warrior that sees occasional strip duty or a dedicated road course car that lives at high RPM, these bolts eliminate a critical weak point in your drivetrain. The included hardened washers distribute clamping load evenly across the pressure plate mounting surface, preventing galling and ensuring consistent torque values. For best results, ARP recommends using their Ultra-Torque assembly lubricant to achieve accurate, repeatable torque readings.

Direct fitment for Ford 289, 302, 351W, 351C, 351M, 400, 390, 427, 428, 429, and 460 V8 engines using the standard 5/16-18 six-bolt pressure plate pattern. Compatible with OEM and aftermarket 10-inch clutches. Made in the USA by the same company that supplies fasteners to NASCAR, NHRA, IndyCar, and Formula 1 teams.

What's Included

• Six (6) ARP 8740 chromoly pressure plate bolts - 5/16-18 x 0.780-inch underhead length, hex head, black oxide finish
• Six (6) hardened washers - black oxide finish
• Manufacturer's warranty against defects

LF Series Hydraulic Clutch Master Kit | 1964.5-1966 Mustang | 0.700" Bore, Plastic Reservoir

Key Features

• Revolutionary pedal linkage design maintains stock clutch pedal pivot point for factory-like feel
• 0.700" bore x 1.4" stroke master cylinder generates 0.539 cubic inches of fluid volume
• Long-stroke design reduces firewall loading and delivers lighter pedal effort than traditional setups
• Uses existing clutch rod hole where possible—no firewall modifications required
• Compatible with most internal and external slave cylinders and hydraulic release bearings
• Remote plastic reservoir mounts separately for clean installation and easy fluid access
• Includes complete One-Man-Bleeder Kit for air-free hydraulic system setup
• Made in the USA with comprehensive installation instructions

Description

Converting your '64.5–'66 Mustang to hydraulic clutch actuation eliminates the binding, inconsistent engagement, and heavy pedal effort that plague mechanical rod linkage systems. The MDL LF Series Master Cylinder Kit delivers modern hydraulic precision while preserving the stock pedal feel you expect from a classic Mustang.

The engineering breakthrough is in the innovative pedal linkage design. Traditional hydraulic conversions bolt a 3/4" or 7/8" bore master cylinder directly to the pedal, requiring high mounting positions that interfere with firewall components and create punishing pedal effort due to short stroke lengths. MDL's revolutionary linkage system allows the 0.700" bore, 1.4" stroke master cylinder to mount in the optimal position while matching pedal travel to master cylinder stroke. This creates mechanical advantage that dramatically reduces pedal effort while generating 0.539 cubic inches of fluid volume—enough to actuate any aftermarket external slave cylinder or internal hydraulic release bearing.

The remote plastic reservoir mounts cleanly on the firewall, eliminating the packaging constraints of integral reservoir designs. The system uses DOT 3 or DOT 4 brake fluid and includes MDL's complete One-Man-Bleeder Kit for foolproof hydraulic system setup. Installation uses the existing clutch rod hole where possible, preserving the firewall integrity of your classic Mustang.

Important Note: Will NOT work with band-clamp brake boosters or certain aftermarket brake boosters 8" and larger. This kit relies on factory pedal and firewall components to be in good working condition—any modifications or damage to the firewall, pedal, or pedal hanger will affect master cylinder performance.

Kit Includes

• 0.700" bore x 1.4" stroke master cylinder assembly
• Innovative pedal linkage system with mounting hardware
• Remote plastic reservoir with mounting hardware
• Hydraulic lines and fittings
• Complete One-Man-Bleeder Kit
• All mounting brackets and hardware
• Comprehensive installation instructions

LF Series Hydraulic Clutch Master Kit | 1964.5-1966 Mustang | 0.700" Bore Black Reservoir

Key Features

• Revolutionary pedal linkage maintains stock clutch pedal pivot point for factory pedal feel
• 0.700" bore with 1.4" stroke generates sufficient fluid volume for most aftermarket external and internal slave systems
• Long-stroke master cylinder dramatically reduces clutch pedal effort compared to traditional short-stroke designs
• Uses stock clutch pedal and rod hole location - no firewall modifications required
• Remote anodized black billet aluminum reservoir mounts cleanly to firewall
• Firewall plate with mechanical linkage reduces firewall loading and provides design flexibility
• Includes One-Man-Bleeder Kit for easy solo bleeding
• Made in the USA

Description

Whether you're converting your 1964.5-1966 Mustang to a T-5, TKX, or T-56 Magnum manual transmission or upgrading your current clutch actuation system, the LF Series Master Cylinder Kit delivers modern hydraulic technology without compromising your classic Mustang's authenticity. This kit solves the common problem of heavy clutch pedal pressure that plagues most hydraulic conversions.

Traditional approaches use a 3/4" or 7/8" bore master cylinder with only 1" stroke, connected directly to the pedal. This creates improper pedal pressure and requires mounting the cylinder higher than the stock clutch rod linkage hole, causing interference with the firewall and pedal assembly. The short stroke ultimately results in heavy pedal effort that makes daily driving unpleasant.

The LF Series features a revolutionary linkage design that matches pedal travel with a long-stroke master cylinder. The 0.700" bore paired with 1.4" stroke provides the fluid volume needed for most aftermarket slave systems while dramatically reducing pedal effort. The innovative mechanical linkage allows use of the stock clutch rod hole and maintains the original pedal pivot point, preserving the factory pedal feel your Mustang was designed to have.

The anodized black billet aluminum reservoir mounts remotely on the firewall for a clean, professional installation. Each kit includes the unique One-Man-Bleeder Kit and comprehensive instructions for straightforward installation. Compatible with most aftermarket external and internal slave cylinders. Fits original factory clutch pedals and OE reproduction aftermarket pedals. Made in the USA.

Kit Includes

• 0.700" bore master cylinder with 1.4" stroke
• Mechanical pedal linkage assembly
• Anodized black billet aluminum reservoir
• Hydraulic lines
• All mounting hardware and brackets
• One-Man-Bleeder Kit
• Comprehensive installation instructions
• Lifetime technical support

Important Notes

• Will NOT work with band clamp brake boosters or certain aftermarket 8" and larger brake boosters
• This kit relies on factory components being in good working order - any modifications or damage to the firewall, pedal, or pedal hanger will affect master cylinder performance
• Uses DOT 3 or DOT 4 brake fluid only
• Fits 1964.5-1966 Mustang with stock or OE reproduction clutch pedal

LF Series Hydraulic Clutch Master Kit | 1964.5-1966 Mustang | 0.700" Bore Silver

Key Features

• 0.700" bore x 1.4" stroke master cylinder generates 0.539 cubic inches of fluid volume per stroke
• Innovative pedal linkage maintains stock clutch pedal pivot point for factory pedal feel
• Firewall plate with mechanical linkage reduces pedal effort while providing design flexibility
• Anodized silver billet aluminum remote reservoir mounts cleanly on firewall
• Compatible with most internal and external slave cylinders and hydraulic release bearings
• Includes One-Man-Bleeder Kit for simplified bleeding
• Works with factory clutch pedal and OE reproduction aftermarket pedals
• Made in the USA

Description

Converting your early Mustang to modern hydraulic clutch actuation typically means fighting firewall interference, heavy pedal effort, and awkward master cylinder mounting. The MDL LF Series Master Cylinder Kit solves all three problems with a revolutionary linkage design that lets you retrofit hydraulics without the usual compromises.

The conventional approach -- bolting a 3/4" or 7/8" bore master cylinder with a short 1" stroke directly to the pedal -- creates brutal pedal pressure and forces the cylinder to mount above the stock clutch rod linkage hole, causing firewall and pedal assembly interference. The LF Series takes a different path: a small-bore 0.700" master cylinder with an extended 1.4" stroke generates 0.539 cubic inches of fluid volume per stroke, enough to actuate most aftermarket external or internal slave systems. The innovative pedal linkage matches pedal travel to the long-stroke cylinder, dramatically reducing clutch pedal load while maintaining the stock pedal pivot point for a natural pedal feel.

The anodized silver billet aluminum reservoir mounts remotely on the firewall for a clean installation and easy fluid level checks. The system uses standard DOT 3 or 4 brake fluid -- no special high-temp fluid required. Each kit includes MDL's proprietary One-Man-Bleeder Kit to eliminate the frustration of bleeding hydraulic clutch systems solo. Fits 1964.5-1966 Ford Mustangs with factory pedal assemblies or OE reproduction aftermarket pedals in good working condition.

Important Compatibility Notes: Will NOT work with band-clamp brake boosters or certain aftermarket brake boosters 8" and larger. This system relies on factory firewall, pedal, and pedal hanger components being in good working order -- any modifications or damage will affect master cylinder performance.

Kit Includes

• 0.700" bore x 1.4" stroke master cylinder
• Anodized silver billet aluminum remote reservoir
• Firewall mounting plate and mechanical linkage assembly
• Pre-bent hydraulic lines with fittings
• One-Man-Bleeder Kit
• All mounting hardware and brackets
• Comprehensive installation instructions
• Lifetime technical support

Key Features

• Three adjustable master cylinder positions on the custom pedal arm for fine-tuning pedal action and feel - the only kit on the market with this capability
• Maintains stock clutch pedal pivot point with zero modifications to the OEM pedal support
• Spherical mounting points eliminate binding and deliver smooth, consistent clutch operation
• Sealed reversible bulkhead assembly mounts through the 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 throughout for durability and leak-free sealing
• OEM-appearance clutch pedal arm maintains factory look while delivering hydraulic performance
• Compatible with most internal and external slave cylinders and hydraulic release bearings
• Made in the USA with lifetime tech support

Description

Factory mechanical clutch linkage in vintage Mustangs suffers from wear, inconsistent engagement, and pedal effort that only gets worse over time. The Stealth Series Hydraulic Clutch Master Kit transforms your '65-'66 Mustang's clutch operation with modern hydraulic technology while maintaining a factory-clean appearance - everything mounts neatly behind the dash on the factory pedal hanger where it stays hidden.

This is the only hydraulic conversion kit that offers three master cylinder mounting positions on the custom pedal arm, letting you dial in the exact pedal ratio and feel for your specific clutch setup. The spherical mounting points eliminate the binding common with mechanical linkages, while the sealed bulkhead assembly uses your existing clutch rod hole to keep installation clean and protect your interior from engine bay contaminants. The system retains your original clutch pedal pivot point, so pedal effort and travel feel remain familiar - with no modifications required to the OEM pedal support.

The kit includes the 2100 Series billet aluminum reservoir with a black anodized finish. The improved cap design features side-top venting to prevent water intrusion, and the compact size offers flexible mounting options inside or outside the firewall. Stainless steel braided -4AN lines handle the hydraulic connections with professional-grade reliability throughout the system.

Compatible with 1965-1966 Ford Mustang applications and works with most existing industry slave cylinders and hydraulic release bearings. Engineered and manufactured in the USA with lifetime technical support from trained technicians. Requires DOT 3 or DOT 4 brake fluid.

What's Included

• Reversible silver/black firewall plate assembly with sealed bulkhead and AN4 fittings
• Billet aluminum master cylinder
• OEM-appearance clutch pedal arm with three adjustable master cylinder mounting positions
• -4AN stainless steel braided hydraulic lines
• 2100 Series billet aluminum reservoir with black anodized finish
• Complete mounting hardware and brackets
• One-man bleeder kit
• Installation instructions
• Lifetime tech support by trained technicians

Key Features

• Works with your existing OEM mechanical clutch fork and clutch assembly - no transmission removal required
• 0.813-inch bore hydraulic cylinder for precise clutch actuation
• Requires only 1 inch of clearance in front of bellhousing for installation
• Cylinder housing rotates for optimal line routing and header clearance
• Adjustable clutch fork push rod for dialing in engagement point
• Mounts to existing bellhousing bolts - no modifications required
• Compatible with both LF Series and Stealth Series master cylinders
• 24-inch AN-4 stainless steel braided line included
• Made with pride in the USA

Description

Bent Z-bars, worn pivot balls, and heavy clutch pedal effort are problems of the past. The MDL Eliminator Series external slave cylinder converts your 3-4 speed Ford Small Block mechanical clutch linkage to smooth hydraulic operation while keeping your existing clutch fork and pressure plate assembly in place. No need to drop the transmission or swap to an internal hydraulic release bearing - this kit saves you time and money by mounting externally.

The Eliminator Series removes the mechanical linkage entirely, improving pedal effort and feel while providing clearance for aftermarket headers and power steering boxes. The slave cylinder mounts to your existing bellhousing bolts without modifications, pushing the clutch fork from behind. An adjustable push rod lets you dial in the exact engagement point, and the cylinder housing can be clocked to position the AN-4 fitting facing sideways or upward for optimal line routing.

Engineered as a complete system, this kit pairs seamlessly with MDL's LF Series and Stealth Series master cylinder kits. The system requires a master cylinder throw distance of 1.4 inches for proper operation. Installation requires just 1 inch of clearance in front of the bellhousing.

Designed for OEM and Quick Time 5-bolt Small Block Ford bellhousings using a mechanical clutch fork. Also available for 6-bolt Small Block Ford applications, with Ford I-6 and FE kits coming soon. Made with pride in the USA.

What's Included

• Hydraulic slave cylinder with 0.813-inch bore
• Mounting bracket
• 24-inch AN-4 stainless steel braided line
• AN fittings
• Line clamp assembly
• Mounting hardware
• Installation instructions and lifetime tech support

Key Features

• Removable pivot shaft design allows installation without moving the pedal support
• Direct fit for both automatic and manual transmission pedal supports
• Laser-cut steel construction with precision CNC bends
• Black powder coat finish for corrosion resistance and clean appearance
• Includes integrated pedal spring pivot point
• Eliminates need for separate manual brake pedal - trim existing automatic pad to fit
• Made in the USA

Description

Installing a clutch pedal in an early Mustang usually means contorting yourself under the dash to remove the pedal support - a frustrating job in a cramped footwell. This reproduction clutch pedal solves that problem with a removable pivot shaft that bolts into place, letting you install the pedal without disturbing the factory pedal support. It is a simple engineering improvement to an otherwise stock-style pedal that saves real time on auto-to-manual conversions.

The pedal works with all factory pedal supports, whether your car started life as an automatic or manual. For automatic conversions, there is no need to source a separate manual brake pedal - simply trim the left side of your existing automatic brake pedal pad using the manual pad as a template. This approach reuses your factory mounting points and keeps the conversion straightforward.

Laser-cut from steel with CNC bends, this pedal duplicates the original geometry while delivering the precision fit and clean lines you expect from a quality reproduction. The black powder coat finish protects against corrosion and daily wear. Note that when using with clutch cable or hydraulic release systems, the pedal spring is not used.

Fits 1964-1/2 through 1966 Mustang. This is a reproduction pedal engineered to replace the original equipment part. Made in the USA.

What's Included

• Clutch pedal assembly with removable pivot shaft
• Pedal spring pivot point
• Black powder coat finish
• Lifetime tech support

Key Features

• Essential component for automatic-to-manual transmission conversions
• Bolts directly to left side of pedal support assembly
• Prevents clutch pedal over-travel and binding
• Complete mounting hardware included -- bolt and nut
• Precise fit for 1965-66 Mustang, 1962-66 Fairlane, and 1960-61 Galaxie

Description

Converting from automatic to manual transmission requires more than just swapping the gearbox -- the clutch pedal needs a proper stop point to function correctly. Automatic-equipped cars never came with this component because they had no clutch pedal, so when you add one during a conversion, you need a way to limit pedal travel at the top of its stroke. This MDL clutch pedal stop provides exactly that: a solid mechanical stop that positions the clutch pedal at the correct rest position for proper master cylinder operation and smooth clutch release.

The stop assembly mounts to the left side of the pedal support bracket, placing it in the exact position to contact the clutch pedal arm at full extension. Without proper pedal travel control, clutch systems can feel spongy, fail to return smoothly, or cause premature wear on linkage and hydraulic components. This component eliminates those issues by providing a consistent, repeatable stop point that keeps the clutch system geometry correct.

Designed specifically for mid-1960s Ford applications where automatic-to-manual swaps are common. The stop works with both mechanical Z-bar linkage and hydraulic clutch systems, making it compatible with period-correct restorations and modern conversion kits alike. Installation is straightforward -- no drilling, cutting, or fabrication required.

Applications include 1965-66 Mustang, 1962-66 Fairlane, and 1960-61 Galaxie models originally equipped with automatic transmissions.

What's Included

• Clutch pedal stop assembly
• Mounting bolt
• Mounting nut

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)

Key Features

• 1/2"-20 thread pattern matches original OEM shift lever specification
• OEM-style appearance with white painted 5-speed shift pattern
• Highly polished finish replicates factory quality
• Direct thread-on installation to original-style shift levers
• Made in the USA

Description

When you upgrade your classic '65-'66 Mustang to a modern 5-speed transmission, the original 3-speed or 4-speed shift knob no longer matches your new gate pattern. This OEM-style reproduction shift knob solves that problem by delivering the authentic look and feel of original Ford hardware while displaying the correct 5-speed pattern for your modern drivetrain.

This is a truly fine reproduction manufactured from the same material as the originals. The highly polished finish and white painted 5-speed shift pattern maintain the period-correct aesthetic that belongs in a properly restored interior. The black polymer resin construction provides durability for daily driving while matching the factory appearance down to the details.

Installation is straightforward since this knob uses the factory 1/2"-20 thread pattern. It threads directly onto original OEM-style shift levers without modification, making it a direct swap for anyone running the stock-style lever with their 5-speed conversion.

Compatible with 1965-1966 Mustang, Falcon, and Cobra applications. Made in the USA with quality standards that match the original manufacturing.

What's Included

• One black polymer resin shift knob with white 5-speed pattern
• 1/2"-20 threaded mounting

Key Features

• 1-7/8in. diameter classic shift ball with authentic muscle car era styling
• High-gloss black polymer resin construction with molded-in brass thread insert
• Engraved 5-speed shift pattern with reverse lower right - permanent inlay design that won't wear off
• 16mm x 1.50 master thread for universal compatibility via thread reducing inserts (sold separately)
• Compatible with MD-313 series thread reducing inserts for fitment to most shifters
• Made in USA

Description

When your shifter needs the finishing touch that screams performance, this classic 5-speed black shift ball delivers the authentic muscle car aesthetic that's been the industry standard for over 50 years. The instant you grip this knob.

Constructed from high-gloss, high-strength polymer resin, this shift ball features an engraved 5-speed shift pattern (reverse lower right) that's permanently inlaid - the graphics are subsurface and cannot wear off from repeated use. The molded-in brass thread insert ensures the threads won't strip under hard shifting forces, while the 1-7/8in. diameter provides the perfect grip size for precise gear changes.

The 16mm x 1.50 master thread makes this shift ball universally compatible when paired with Modern Driveline's thread reducing inserts. Whether you're running a Mustang T5, GM transmission, or aftermarket shifter with different thread specs, the appropriate MD-313 series reducer (sold separately) allows this classic shift ball to mount securely on virtually any manual shifter. Simply select the reducing insert and jam nut kit that matches your shift lever's thread pitch.

Kit Includes

• One 5-speed black shift ball with engraved shift pattern (reverse lower right)
• Brass thread insert (16mm x 1.50) molded into ball
• Jam nut for secure mounting

Note: Thread reducing insert required for most applications - see MD-313 series kits sold separately.

Key Features

• OEM-style appearance matches original 1965-67 Mustang shifter aesthetic
• Chrome-plated high-strength steel construction for long-lasting finish
• Direct bolt-on compatibility with TREMEC T5, TKX, and T56 Magnum transmissions
• 8mm mounting holes on 7/8-inch center-to-center spacing
• 8.5-inch lever height for proper shift feel and reach
• 1/2-inch x 20 thread size for standard shift knob compatibility
• Includes complete mounting hardware for T5 shifters
• Simulated reverse lockout styling for period-correct appearance

Description

Swapping a modern five-speed into a classic Mustang creates a problem: the original shift lever won't bolt up to a TREMEC shifter, and generic levers look out of place in a period-correct interior. This OEM-appearance shift lever solves both issues by combining mid-'60s Mustang styling with the correct mounting pattern for modern TREMEC transmissions.

Built from high-strength steel with a chrome-plated finish, this lever replicates the factory design down to the simulated reverse lockout feature. The lockout is cosmetic only—it provides the correct visual cues without functional lockout action, since TREMEC transmissions handle reverse lockout internally. The 8mm mounting holes are precisely spaced at 7/8-inch center-to-center to bolt directly to stock T5 shifter mechanisms without modification.

At 8.5 inches tall, the lever delivers the proper shift feel and ergonomics that made the original setup intuitive. The 1/2-inch x 20 threaded tip accepts standard shift knobs, making it easy to complete your period-correct interior. If you're running an aftermarket shifter, you may need to enlarge the mounting holes to accommodate 3/8-inch bolts—but the included hardware covers stock T5 installations.

This lever is compatible with TREMEC T5, TKX, and T56 Magnum transmissions, making it ideal for vintage Mustang restorations and pro-touring builds that demand authentic styling without sacrificing modern driveline performance.

What's Included

• Chrome-plated high-strength steel shift lever (8.5-inch height)
• Complete mounting hardware for T5 shifter installation

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

Key Features

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

Description

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

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

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

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

Kit Includes

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

Key Features

• 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

• OEM Ford part number D0ZZ-7277-B for authentic fitment
• Compression molded EPDM rubber construction resists cracking and UV damage
• Textured skin surface matches original factory appearance exactly
• Integrated steel insert for secure mounting just like OE
• Rectangular base shape designed specifically for Hurst shifters
• Direct replacement for 4-speed manual transmissions

Description

That cracked, torn, or UV-damaged shift boot in your Hurst-equipped '69-'70 Mustang isn't just ugly - it lets dirt, debris, and moisture into your shifter mechanism. This OEM-spec reproduction restores the factory look and function that Ford engineers intended when they designed the original. Built to Ford part number D0ZZ-7277-B specifications, it drops right in without modification.

The boot is manufactured from compression molded EPDM rubber, the same material used in original Ford production. EPDM holds up to temperature extremes, resists UV degradation, and won't crack or tear like cheap vinyl alternatives. The textured skin surface replicates the original factory finish exactly - no smooth, generic appearance that screams "aftermarket" to anyone who knows these cars.

An integrated steel insert is molded into the base, providing the same secure mounting as the original equipment boot. This steel reinforcement prevents the flexing and tearing that kills generic universal boots within a few months of use. The rectangular opening is sized specifically for Hurst's distinctive rectangular shifter lever - this is not a round-lever boot, and it won't work with factory Ford shifters or other aftermarket units.

Fits 1969-1970 Mustangs equipped with Hurst 4-speed shifters. For a complete console restoration, pair this boot with the matching OEM-style shift boot bezel, available separately (see MD-321-1062-B).

What's Included

• EPDM rubber shift boot with rectangular opening for Hurst lever
• Integrated steel mounting insert

Key Features

• Compression molded E.P.D.M. rubber construction matches original Ford specification
• Textured skin finish replicates factory appearance
• Integrated steel insert mounting plate for secure installation
• Rectangle base shape with round hole fits OEM-style shift levers
• Dimensions: 6-3/4" x 4-7/8" for direct OEM replacement
• Compatible with both 3-speed and 4-speed manual transmissions
• Will NOT fit Hurst shifter applications

Description

A cracked, dried-out shift boot does more than look bad -- it lets dust, debris, and noise intrude into your classic Mustang's cabin every time you row through the gears. This Scott Drake reproduction shift boot restores the factory appearance and function with the same materials and construction Ford used originally.

The boot is compression molded from E.P.D.M. rubber, the same elastomer specified by Ford for its combination of heat resistance, flexibility, and long-term durability. The textured skin finish matches the original factory surface, so it looks correct whether you're building a concours restoration or a period-correct driver. An integrated steel insert mounting plate is molded into the base, providing solid attachment and simplifying installation -- no separate retainer to source.

Measuring 6-3/4" x 4-7/8" with a rectangle base shape and round center hole, this boot fits 1969-1973 Mustangs equipped with factory-style round shift levers and either 3-speed or 4-speed manual transmissions. Note that this boot will NOT fit Hurst shifter applications -- it's designed specifically for OEM-style lever configurations. Pair it with the matching chrome bezel (PN MD-321-1062-B, sold separately) for a complete, factory-correct restoration.

Scott Drake reproduction parts are manufactured to match original specifications, delivering the authentic details that separate a quality restoration from a parts-bin build. OE part number C9ZZ-7277-A.

[VERIFY: MDL page states 1969-73 fitment, but Scott Drake/manufacturer sources indicate 1969-70 Mustang. Confirm correct year range before publishing.]

Kit Includes

• Scott Drake C9ZZ-7277-A shift boot -- compression molded E.P.D.M. rubber
• Integrated steel insert mounting plate
• Textured skin finish matching original specification

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

Key Features

• 5/8" barrel-style speedometer connection for '65-'66 Mustang dash
• 59" overall cable length sized for five-speed and AOD swap routing
• Direct fit for T5, TKO, TKX, and AOD transmission conversions
• Connects modern transmission speedometer output to original mechanical speedometer
• Also compatible with original 3-speed manual and automatic transmission setups

Description

Swapping a T5, TKO, TKX, or AOD into your '65-'66 Mustang means your original speedometer cable won't reach or connect properly to the new transmission. This 59" speedometer cable solves that problem, routing from your factory mechanical speedometer head to the speedometer drive on your modern transmission while maintaining accurate speed readings on your original dash.

The cable features the correct 5/8" barrel-style fitting that interfaces directly with the speedometer head used in 1965-1966 Mustangs. At 59" long, it provides proper reach for the routing requirements created by T5, TKO, TKX, and AOD transmission placements in these chassis. The cable also works with original 3-speed manual and automatic transmission configurations, making it a versatile solution whether you're completing a five-speed conversion or simply replacing a worn cable on an automatic-equipped car.

For builders who want to keep the original instrument cluster looking stock while running a modern drivetrain, this mechanical speedometer cable eliminates the need for electronic speedometer conversions or aftermarket gauges. Pair it with the correct driven gear for your tire size and rear axle ratio to dial in accurate speed readings.

What's Included

• 59" speedometer cable with 5/8" barrel connector
• Manufacturer's warranty

Key Features

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

Description

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

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

Kit Includes

• 17-tooth speedometer driven gear, white plastic

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

Key Features

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

Description

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

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

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

Kit Includes

• 18-tooth yellow speedometer driven gear

Key Features

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

Description

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

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

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

What's Included

• One 19-tooth speedometer driven gear (pink)

Key Features

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

Description

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

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

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

What's Included

• One 20-tooth driven speedometer gear (black)

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

What's Included

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

Key Features

• 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)