Key Features

• MDL Exclusive 2" left side-mounted front socket shifter with 1" or 1.5" forward offset shift stubs - not available through TREMEC
• 600 lb-ft torque capacity with 8,000 RPM engine speed and 7,500 RPM shift capability
• Close-ratio gear set: 2.87, 1.89, 1.28, 1.00, 0.68 overdrive
• 26-spline input shaft and 31-spline output shaft
• Shift location: 15.25"-15.75" from bellhousing face; offset: 1.75"-2.25" left of centerline
• Multi-cone synchronizers with hybrid sintered bronze/carbon rings for smooth, fast shifts
• Slim-line, end-loading three-piece aluminum case for improved tunnel clearance
• Mechanical and analog electric speedometer drives included
• 99 lbs dry weight; 2.7-quart fluid capacity

Description

This MDL-modified TREMEC TKX solves the shifter placement challenge that plagues many Ford swaps. The stock TKX offers three factory shifter positions, but Ford applications often demand additional adjustment to clear consoles, bench seats, or floor bracing. MDL's exclusive 2" left side shifter configuration moves the shifter left from centerline and includes both 1" and 1.5" forward offset shift stubs - giving you precise control over shifter placement. This configuration is not available through TREMEC; it is an MDL exclusive modification.

The TKX was designed from the ground up specifically for the aftermarket, not adapted from an OEM application. The result is a compact, end-loading case that fits inside many stock classic car and truck transmission tunnels without floor modifications. The three-piece ribbed aluminum housing delivers outstanding structural stiffness while keeping weight to just 99 lbs dry. Gaskets at all flanges eliminate fluid leaks and simplify installation.

Inside, the TKX delivers the shift quality that made TREMEC's Magnum 6-speed legendary. Multi-cone synchronizers with hybrid sintered bronze and carbon rings enable confident shifts at up to 7,500 RPM. Special chamfers and dedicated ball detents for each of the three shift rails eliminate the notchy feel that plagued earlier 5-speeds. All gears and shafts are machined from special-grade ASTM 4615 steel, with oversized gear widths for maximum durability under the 600 lb-ft torque rating.

This Ford-pattern TKX uses the Ford wide bellhousing bolt pattern and a 26-spline input shaft for broad clutch compatibility. The 31-spline output shaft accepts Ford C6-style slip yokes. TREMEC recommends HP-MTF, Dexron-III, GM Synchromesh, Mobil 1 Synthetic ATF, or Pennzoil Synchromesh lubricants. Both mechanical and electronic speedometer outputs are standard for maximum versatility across build combinations.

What's Included

• TREMEC TKX 5-speed transmission - Ford wide bellhousing pattern
• MDL exclusive 2" left side-mounted front socket shifter assembly
• 1" or 1.5" forward offset shift stub
• MDL lifetime technical support

Key Features

• 600 lb-ft torque capacity with 8,000 RPM engine speed capability and 7,500 RPM shift zone
• Close-ratio gear set: 2.87, 1.89, 1.28, 1.00, 0.68 overdrive with 2.56 reverse
• 26-spline input shaft (1-1/8" diameter), 31-spline output shaft for maximum drivetrain strength
• 2" left side mounted front shifter position with 1" or 1.5" forward offset stub - MDL exclusive configuration not available through TREMEC
• Multi-cone synchronizers with sintered carbon/bronze hybrid construction for smooth, fast shifts at high RPM
• Slim-line, end-loading case design reduces tunnel modifications while increasing structural rigidity
• Mechanical and analog electric speedometer drive compatibility
• Ford Wide Pattern bellhousing bolt pattern

Description

Road racers and serious track builders know the frustration: the stock shifter position puts the lever exactly where you don't want it. This MDL-modified TREMEC TKX solves that problem with a 2" left side mounted front shifter configuration and 1" or 1.5" forward offset stubs, giving you the precise lever placement that tight cockpits and modified chassis demand. This configuration is not available through TREMEC's standard catalog - it's an MDL exclusive built for builders who need maximum shifter positioning flexibility.

The TKX platform delivers race-ready performance with its multi-cone synchronizer package featuring sintered carbon/bronze hybrid construction. This advanced synchronizer design eliminates the shift quality issues that plagued earlier five-speeds at high engine speeds, enabling smooth, positive engagement at 7,500 RPM shifts while the engine screams toward its 8,000 RPM ceiling. The internal three-rail shift system with steel shift forks provides the robust, notchy feel that road racers expect when banging through gears under pressure.

The end-loading case architecture is what sets the TKX apart from legacy five-speeds. The slim-line, three-piece aluminum housing creates a narrower profile that clears most transmission tunnels without extensive floor work, while the ribbed construction delivers increased structural stiffness critical for repeated competition stress. Wide gear widths, caged needle bearings in all gear positions, and gears/shafts machined from ASTM 4615 special grade steel ensure durability under sustained high-load conditions. Tapered roller bearings on input, output, and countershafts reduce NVH while improving longevity.

The close-ratio gear set (2.87 first, 0.68 overdrive) keeps your engine in its powerband during aggressive driving while providing a highway-friendly cruise ratio. The 26-spline input and 31-spline output configuration handles 600 lb-ft of torque with confidence. Compatible with Ford Wide Pattern bellhousings and accepts Dexron III ATF, TREMEC HP-MTF, or Mobil 1 Synthetic ATF (2.7 quart capacity).

What's Included

• TREMEC TKX 5-speed transmission assembly with 2" left side mounted front shifter
• 1" or 1.5" forward offset shift stubs
• TREMEC operation and maintenance manual
• MDL lifetime technical support

Key Features

• MDL Exclusive: 2" left Side mounted front shifter with 1" or 1.5" forward offset shift stubs - not available from TREMEC
• 600 lb-ft torque capacity with 8,000 RPM engine speed capability and shifts at 7,500 RPM
• Close-ratio gearing: 2.87, 1.89, 1.28, 1.00, 0.68 overdrive for high-performance applications
• 26-spline input shaft with 31-spline output shaft for enhanced drivetrain strength
• Multi-cone synchronizers with hybrid carbon/bronze synchronizer rings for smooth, high-RPM shifts
• Compact end-loaded case design provides clearance in most transmission tunnels without floor modifications
• Three-piece ribbed aluminum housing for increased structural stiffness
• Mechanical and analog electric speedometer drive compatibility
• 99 lbs dry weight with 2.7-quart fluid capacity
• Ford Wide Pattern bellhousing bolt pattern

Description

Classic Ford interiors and aftermarket consoles demand precise shifter placement - and the stock TREMEC shifter locations don't always cooperate. This MDL-modified TREMEC TKX solves that problem with an exclusive 2" left side mounted front shifter, paired with interchangeable 1" or 1.5" forward offset shift stubs. This configuration gives builders the flexibility to dial in exact shifter placement for custom consoles, aftermarket shifters, or specific ergonomic requirements - a modification not available through TREMEC or other distributors.

The TKX was designed from the ground up specifically for the aftermarket, not adapted from OEM applications. Multi-cone synchronizers with hybrid carbon/bronze rings deliver superior shift quality even at high RPMs, while the internal 3-rail shift system with steel shift forks provides precise, positive engagement. All gears and shafts are machined from ASTM 4615 special-grade steel, with oversized gear widths and caged needle bearings in all gear positions optimizing durability under high-torque loads.

The close-ratio gear set (2.87, 1.89, 1.28, 1.00, 0.68) is purpose-built for high-performance applications, providing tight ratio spacing through the gears with a deep 0.68 overdrive for reduced highway RPM. The compact end-loaded case design tucks into tight transmission tunnels, and the slimline profile reduces or eliminates the floor modifications required by older TKO transmissions.

This transmission accepts Dexron III ATF, TREMEC HP-MTF, or Mobil 1 Synthetic ATF. Both mechanical speedometer cable drive and two-wire analog electronic speedometer outputs are included. When you purchase from MDL, you get an extended warranty beyond the manufacturer's coverage plus lifetime technical support from specialists who know these transmissions inside and out.

Kit Includes

• TREMEC TKX 5-speed manual transmission with Ford Wide Pattern bellhousing bolt pattern
• MDL 2" left side mounted front shifter
• 1" or 1.5" forward offset shift stub
• Billet aluminum short-throw shifter
• Ford mechanical 7-tooth speedometer cable drive gear
• Two-wire analog OSS speedometer sensor (built-in)
• TREMEC installation documentation
• MDL lifetime technical support

Key Features

• TREMEC model TCCM1899 / Ford Performance part number M-6392-M46
• Direct bolt-up to TREMEC 3550, TKO-500, TKO-600, and TKX transmissions - no adapters required
• Cast aluminum construction with all factory mounting positions
• 7:00 o'clock fork position for optimized header clearance
• Compatible with cable clutch release, internal hydraulic throwout bearings, and external slave cylinders
• Fits Ford 4.6L, 5.0L 4V Ti-VCT (Coyote), and 5.4L modular engines
• Made in the USA

Description

Upgrading your Ford Modular V8 to a TREMEC 5-speed? Factory Ford transmissions use a different bolt pattern than TREMEC units, making a proper bellhousing essential for any modular-to-TREMEC conversion. This Ford Performance cast aluminum bellhousing (M-6392-M46 / TREMEC TCCM1899) provides direct bolt-up compatibility between 4.6L, 5.0L 4V Ti-VCT, and 5.4L modular engines and TREMEC 3550, TKO-500, TKO-600, or TKX transmissions - no cutting, grinding, or adapter plates required.

Cast aluminum construction keeps weight down while maintaining OEM-level durability for street builds. All factory mounting positions are retained for straightforward installation, though minor modifications may be required for transmission clearance in some vehicle applications. The 7:00 o'clock fork opening position provides optimal clearance around long tube headers while maintaining proper clutch geometry.

This bellhousing supports multiple clutch actuation methods. Factory cable setups bolt right in, while internal hydraulic throwout bearings and external slave cylinders mount without modification. Whether you're building a street cruiser or track car, the versatility accommodates your preferred clutch release system.

Requires block plate MD-401-1106 for complete installation. Can also be used with Ford Performance starter index plate M-7007-A, clutch release lever M-7515-A, and bellhousing installation kit M-7771-A. Made in the USA with Ford Performance quality standards.

What's Included

• Cast aluminum bellhousing (Ford Performance M-6392-M46 / TREMEC TCCM1899)
• Clutch lever pivot
• Clutch lever cover and Hardware

Key Features

• Spun steel cone construction - not stamped or rolled - delivers twice the strength of conventional steel bellhousings while work hardening to over 80,000 PSI
• 6.925-inch depth clears 164-tooth flywheel with 11-inch clutch; transmission bore of 4.685/4.910 inches
• Lightweight 20-pound construction without sacrificing protection or dimensional stability
• Maintains pinpoint engine-to-transmission alignment through entire RPM range, eliminating drivetrain wear from bellhousing flex
• Patent pending on 16 points of bellhousing design and manufacturing process
• Universal fork bracket accommodates both diaphragm and cable-operated linkage
• 100% Made in the USA with Grade 8 hardware included

Description

When you're mating a Ford Modular engine to a TREMEC transmission, the bellhousing is the critical link that determines whether your drivetrain operates with precision or suffers from alignment issues that accelerate wear on input shaft bearings, pilot bushings, and clutch components. This QuickTime bellhousing eliminates those problems with spun steel cone construction that delivers dimensional accuracy lesser housings simply cannot match.

Unlike stamped or rolled bellhousings that can flex under load and lose concentricity, QuickTime's proprietary spin-forming process produces a cone that work-hardens to over 80,000 PSI - more than twice the strength of other steel bellhousings. That strength-to-weight ratio allows QuickTime to deliver a 20-pound bellhousing that keeps your engine and transmission in perfect alignment throughout the entire RPM range. The result is reduced drivetrain wear, smoother clutch engagement, and improved power transfer.

This bellhousing connects 4.6L, 5.0L (Coyote), 5.4L, 5.8L, and 6.2L Ford Modular engines to Ford TKX, TKO 500-600, TR3550, and T5 Mustang transmissions. With 6.925 inches of depth, it clears 164-tooth flywheels paired with 11-inch clutches. The universal transmission bore (4.685/4.910 inches) ensures proper fit across the supported transmission range. Universal shifter fork brackets work with both diaphragm and cable-operated linkage.

QuickTime was founded by former race car driver Ross McCombs, who developed his own bellhousings to withstand the rigors of dirt track racing. That racing DNA shows in every detail - from the patent-pending 16-point design to the Grade 8 hardware included with every kit. For SFI-certified applications, see part numbers RM-6081 and RM-6082.

What's Included

• QuickTime spun steel bellhousing, black painted finish
• Full engine block plate
• Pivot ball
• Universal fork brackets (for diaphragm or cable-operated linkage)
• Grade 8 mounting hardware
• Installation instructions
• Lifetime technical support from MDL

Key Features

• Transmission-to-bellhousing bolts sized specifically for Ford modular aluminum bellhousings
• Correct bolt lengths for aluminum bellhousing applications - different than steel bellhousing kits
• Complete mounting hardware for TREMEC TKX to aluminum bellhousing interface
• Eliminates guesswork when pairing TKX with Ford 4.6L, 5.0L Coyote, or 5.4L modular engine bellhousings

Description

Factory T-5 and stock Ford transmission hardware won't work when you're bolting a TREMEC TKX to a modular aluminum bellhousing - the bolt lengths are simply wrong for the application. This dedicated hardware kit solves that problem by providing transmission-to-bellhousing bolts engineered specifically for the aluminum bellhousing interface found on Ford modular engine conversions.

Why does bellhousing material matter for bolt selection? Aluminum bellhousings have different flange thicknesses than their steel counterparts, requiring specific bolt lengths to achieve proper thread engagement without bottoming out. Using the wrong hardware risks either inadequate clamping force or mechanical interference - neither of which you want in a drivetrain connection.

This kit is designed to complement Ford modular aluminum bellhousings (like the Ford Performance M-6392-M46) when paired with a TREMEC TKX transmission. Note that some bellhousing manufacturers include transmission-to-bellhousing bolts with their bellhousing - in those cases, this kit provides the remaining hardware your installation requires. If you're running a steel bellhousing, see our steel bellhousing hardware kit instead.

What's Included

• Transmission-to-bellhousing mounting bolts (aluminum bellhousing specific lengths)

Key Features

• Bolt lengths sized specifically for steel bellhousing applications - not interchangeable with aluminum bellhousing hardware
• Grade 8 steel construction for maximum clamping force and durability
• Hardened washers included for proper load distribution across mounting surfaces
• Complete hardware set for attaching Ford TKX transmission to steel bellhousings
• Compatible with QuickTime and Lakewood steel scatter shields for Ford applications
• Made in the USA

Description

When upgrading to a TREMEC TKX 5-speed transmission, factory T5 transmission-to-bellhousing bolts are incompatible with TKX applications. This hardware kit provides the correct bolt lengths and grade specifically engineered for steel bellhousing installations on Ford applications. Steel bellhousings require different bolt lengths than aluminum bellhousing kits - using the wrong hardware can result in improper engagement, case damage, or unsafe mounting conditions.

This MDL hardware kit solves the sourcing headache by providing the exact fasteners needed for your steel bellhousing installation. The Grade 8 bolts deliver the clamping force necessary to handle the TKX's 600 lb-ft torque capacity, while hardened washers ensure even load distribution across the bellhousing mounting flange. Proper hardware is critical - never use transmission-to-bellhousing bolts to draw or pull the transmission up to the bellhousing, as damage to the pilot bearing and transmission case ears may result.

This kit is designed for use with popular steel scatter shields including QuickTime and Lakewood bellhousings for Ford small block applications paired with the TKX transmission. When installing, ensure the transmission is fully seated by hand against the bellhousing before torquing fasteners to specification. Made in the USA with lifetime tech support from MDL.

What's Included

• Grade 8 steel transmission-to-bellhousing bolts (sized for steel bellhousing applications)
• Hardened steel washers
• Lifetime tech support from MDL

Key Features

• 27-pound lightened billet steel construction reduces rotational mass versus heavy factory cast iron
• 8-bolt crank pattern for secure mounting to Ford Modular, Coyote, and Roadrunner crankshafts
• 164-tooth ring gear for proper starter engagement
• Dual clutch bolt patterns: 10.4" metric (8mm) and 11" metric (10mm) for maximum pressure plate compatibility
• Small clutch valley design accommodates single-disk and twin-disk aftermarket clutch systems
• Zero-balance design works with internally balanced Ford Modular engines
• Precision-machined alignment pins included for accurate clutch installation
• Made in the USA

Description

Factory cast iron flywheels add significant rotational mass that slows engine acceleration and dulls throttle response. This lightened billet steel flywheel cuts weight to just 27 pounds, reducing the rotating assembly mass your engine has to spin. The result is faster revs, sharper throttle response, and quicker shifts—whether you're running through the gears on the street or chasing lap times at the track.

Machined from billet steel, this flywheel delivers the durability needed for repeated high-RPM use while significantly undercutting factory weight. The 8-bolt crank pattern ensures secure attachment to the crankshaft, and the 164-tooth ring gear maintains compatibility with factory starters. Zero-balance design means no external weights are required—it bolts directly to internally balanced Ford Modular and Coyote engines.

The dual clutch bolt pattern is a standout feature. Both 10.4" metric (8mm) and 11" metric (10mm) patterns are machined into the friction surface, giving you the flexibility to run virtually any aftermarket clutch setup. The small clutch valley design takes compatibility further, accommodating everything from street-friendly single-disk clutches to high-performance twin-disk racing units. Precision-machined alignment pins ensure the clutch disc centers properly during installation.

This flywheel fits 1996-1999 and 2000-up Mustang Cobra models, 1999-2000 Mustang GT, 2005-2010 Mustang GT 4.6L, and 2011-current 5.0L/5.2L Coyote and Roadrunner V8 applications. Proudly made in the USA.

Kit Includes

• One (1) lightened billet steel flywheel with 164-tooth ring gear
• Precision-machined alignment pins

Key Features

• Designed for Ford 4.6L Modular engines with 6-bolt crankshaft configuration (Romeo-type engines)
• Dual clutch bolt pattern accepts both 10.4" and 11" pressure plates with metric bolts and dowel pins
• Lightened billet steel construction reduces rotational mass while maintaining strength for high-performance applications
• 164-tooth ring gear for proper starter motor engagement
• Zero balanced from the factory for smooth, vibration-free operation
• 27-pound weight optimizes throttle response and acceleration over heavier OEM flywheels
• Made in the USA with precision CNC machining

Description

Ford's 4.6L Modular V8 came from two different plants with distinct crankshaft configurations: Romeo engines use a 6-bolt flywheel flange, while Windsor engines use an 8-bolt pattern. This lightened billet steel flywheel is purpose-built for the 6-bolt Romeo configuration, giving you a drop-in solution for manual transmission conversions and clutch upgrades on properly matched 4.6L applications.

The dual bolt pattern design accommodates both 10.4" and 11" clutch assemblies, using metric pressure plate bolts and alignment dowel pins. This flexibility lets you choose the clutch setup that best matches your power level and driving style without buying a different flywheel. The 164-tooth ring gear ensures reliable starter engagement, and the zero-balance specification eliminates vibration concerns in your drivetrain.

Machined from billet steel rather than cast iron, this flywheel delivers superior strength for high-horsepower applications while shedding rotational mass. At 27 pounds, it provides noticeably quicker throttle response and faster acceleration compared to heavy factory flywheels, without sacrificing the durability needed for street driving or track use. CNC machining ensures precise tolerances and perfect crankshaft registration every time.

Made in the USA with MDL's commitment to quality and backed by lifetime technical support. Verify your engine's bolt count before ordering, as Romeo (6-bolt) and Windsor (8-bolt) engines are not interchangeable, even though both are 4.6L Modular V8s.

What's Included

• One lightened billet steel flywheel (27 lbs)
• 164-tooth ring gear pre-installed
• Zero balanced assembly
• Dowel pins included
• MDL lifetime technical support

Key Features

• 8740 chromoly steel construction rated at 180,000 psi tensile strength
• 12-point head design with 5/8" socket size for precise torque application
• Larger-than-stock shank diameter for increased strength and improved flywheel register
• M10 x 1.00 thread pitch with 1.000" Under Head Length (UHL)
• Forged from aerospace alloy and heat-treated prior to thread rolling and machining
• Black oxide finish for corrosion resistance
• 8-piece kit covers all Ford 4.6L and 5.4L modular V8 applications
• Made in the USA

Description

Factory flywheel bolts are the weak link in high-performance Ford modular builds. Stock hardware uses inferior metallurgy and undersized shanks that stretch under load, leading to flywheel movement, clutch chatter, and potential failure. These ARP flywheel bolts eliminate that vulnerability with aerospace-grade 8740 chromoly steel engineered specifically for the demanding duty cycle of performance applications.

These bolts are forged from aerospace alloy and heat-treated prior to thread rolling and machining. They feature an exclusive, flat 12-point head design and larger-than-stock shank diameter for increased strength and improved flywheel register. The 12-point head provides superior grip and prevents rounding during installation, while the increased shank diameter distributes clamping loads more effectively across the flywheel mounting surface.

Each bolt is precision-machined to M10 x 1.00 specifications with a 1.000" Under Head Length designed specifically for Ford modular cranks. The chromoly construction delivers a 180,000 psi tensile strength rating--vastly superior fatigue resistance compared to factory hardware. This makes these bolts ideal for naturally aspirated engines, forced induction setups, and high-RPM applications where flywheel security is critical.

This kit fits all Ford 4.6L and 5.4L modular V8 engines. Installation requires proper torque sequencing in a star pattern. Made in the USA and backed by ARP's industry-leading quality standards.

What's Included

• 8 x ARP 8740 chromoly flywheel bolts (M10 x 1.00 x 1.000" UHL, 12-point head, black oxide finish)
• Installation grease packet for proper assembly lubrication
• Manufacturer's warranty against defects

Key Features

• Heat-treated chromoly steel forged from aerospace alloy for superior tensile strength
• Flat 12-point head design with larger-than-stock shank diameter for improved flywheel register
• M10 x 1.00 thread pitch with 0.975-inch under-head length
• Black oxide finish for corrosion resistance
• 3/4-inch 12-point socket size for professional installation
• Complete 8-piece kit with installation grease included
• Made in the USA

Description

Flywheel bolt failure is a catastrophic event that can destroy transmissions, flywheels, and pressure plates in seconds. These bolts secure the flywheel to the crankshaft, making their integrity critical to your drivetrain's safety and performance—especially when pushing the 5.0L Coyote to 7,000+ RPM. ARP's engineering addresses this vulnerability with fasteners that far exceed OEM specifications.

Forged from aerospace alloy and heat-treated prior to thread rolling and machining, these ARP flywheel bolts deliver the strength needed for high-RPM operation and competition use. The exclusive flat 12-point head design features a larger-than-stock shank diameter for increased strength and improved flywheel register. The wider diameter bolt head allows for more even distribution of torque across the flywheel to reduce stress, fatigue, and prevent cracking.

The black oxide finish provides corrosion protection while maintaining the precise tolerances required for proper clamping force distribution. Each bolt features rolled threads for superior fatigue resistance compared to cut threads, and the included installation grease ensures proper torque values during assembly.

Engineered specifically for Ford Coyote 5.0L applications. This is a direct replacement for factory flywheel bolts with significantly improved strength characteristics. Made in the USA with ARP's legendary quality control standards.

What's Included

• 8 ARP flywheel bolts—M10 x 1.00 thread, 0.975-inch UHL, chromoly steel
• Black oxide finish
• Installation grease packet
• Manufacturer's warranty against defects

[VERIFY: Sources conflict on whether part number 156-2801 is High Performance Series (180,000 psi tensile strength) or Pro Series (190,000-200,000 psi). Summit Racing and JEGS list as Pro Series, while Steeda lists as High Performance at 180,000 psi. Need to confirm actual series designation and tensile strength rating before publishing.]

Key Features

• Heat-treated chromoly steel forged from aerospace alloy for superior tensile strength
• Flat 12-point head design with larger-than-stock shank diameter for improved flywheel register
• M10 x 1.00 thread pitch with 0.975-inch under-head length
• Black oxide finish for corrosion resistance
• 3/4-inch 12-point socket size for professional installation
• Complete 8-piece kit with installation grease included
• Made in the USA

Description

Flywheel bolt failure is a catastrophic event that can destroy transmissions, flywheels, and pressure plates in seconds. These bolts secure the flywheel to the crankshaft, making their integrity critical to your drivetrain's safety and performance—especially when pushing the 5.0L Coyote to 7,000+ RPM. ARP's engineering addresses this vulnerability with fasteners that far exceed OEM specifications.

Forged from aerospace alloy and heat-treated prior to thread rolling and machining, these ARP flywheel bolts deliver the strength needed for high-RPM operation and competition use. The exclusive flat 12-point head design features a larger-than-stock shank diameter for increased strength and improved flywheel register. The wider diameter bolt head allows for more even distribution of torque across the flywheel to reduce stress, fatigue, and prevent cracking.

The black oxide finish provides corrosion protection while maintaining the precise tolerances required for proper clamping force distribution. Each bolt features rolled threads for superior fatigue resistance compared to cut threads, and the included installation grease ensures proper torque values during assembly.

Engineered specifically for Ford Coyote 5.0L applications. This is a direct replacement for factory flywheel bolts with significantly improved strength characteristics. Made in the USA with ARP's legendary quality control standards.

What's Included

• 8 ARP flywheel bolts—M10 x 1.00 thread, 0.975-inch UHL, chromoly steel
• Black oxide finish
• Installation grease packet
• Manufacturer's warranty against defects

[VERIFY: Sources conflict on whether part number 156-2801 is High Performance Series (180,000 psi tensile strength) or Pro Series (190,000-200,000 psi). Summit Racing and JEGS list as Pro Series, while Steeda lists as High Performance at 180,000 psi. Need to confirm actual series designation and tensile strength rating before publishing.]

Key Features

• Steel-backed organic facing rated at 450 ft-lb torque capacity for performance street applications
• 26-spline 1-1/8" hub designed for TREMEC TKX, TKO, and T56 Magnum transmission swaps
• Ford 11" metric 10mm diaphragm pressure plate with hydraulic release finger profile
• Hand-assembled in-house with precision tolerances and quality-controlled inspection
• Sprung hub design for smooth engagement and reduced drivetrain shock
• Made in the USA with 1-year warranty coverage

Description

Swapping a TREMEC 5- or 6-speed into your S197 or S550 Mustang means leaving behind the factory 10-spline clutch setup. This Superior Series steel-backed organic clutch kit delivers the 26-spline hub configuration and 450 ft-lb torque capacity your modern manual swap demands, with smooth engagement characteristics suited for aggressive street driving.

The steel backing plate construction provides superior heat dissipation compared to standard organic discs, extending clutch life under spirited driving conditions. The organic facing material maintains the progressive engagement feel that makes daily driving livable while still holding up to moderate power adders. Each clutch disc is hand-assembled in-house at MDL, with precision tolerances verified before shipping to ensure flawless operation straight out of the box.

The included diaphragm pressure plate features hydraulic release finger geometry optimized for modern slave cylinder actuation systems. The 11" metric 10mm bolt pattern provides the larger friction surface needed for increased holding power while maintaining compatibility with factory and aftermarket flywheels designed for this pattern. The sprung hub design absorbs drivetrain shock and smooths gear engagement.

This kit fits 4.6L and 5.0L Coyote engines in 2005-2025 Mustangs. Note that no throwout bearing is included; this kit is designed for hydraulic release systems using an internal or external slave cylinder. All MDL Superior clutches are Performance Proven through rigorous racing applications. Made in the USA.

What's Included

• Ford 11" metric 10mm pattern diaphragm pressure plate with hydraulic release finger profile
• 26-spline 1-1/8" steel-backed organic clutch disc with sprung hub
• Pilot bearing
• Clutch alignment tool
• Lifetime technical support

Key Features

• 450 ft-lb torque rating - handles serious street performance builds
• Kevlar/steel backed organic facings - smooth engagement with enhanced durability
• Ford 11" metric 10mm pattern diaphragm pressure plate with clutch finger profile for hydraulic release
• 26-spline x 1-1/8" sprung hub disk - fits stock and upgraded transmissions
• Hand-built in-house with double-checked tolerances before shipping
• 1-year free-from-defect warranty
• Made in the USA

Description

Built for 2005-up Mustang owners who demand more than factory clutch performance, this Superior clutch set delivers the grip and longevity needed for modified 4.6L and 5.0L Coyote engines. The Kevlar facing paired with steel-backed organic material creates the ideal balance - aggressive enough to handle 450 ft-lb of torque yet smooth enough for daily driving without the harshness of a full race setup.

The engineering centers on the diaphragm pressure plate's clutch finger profile specifically designed for hydraulic release systems used in S197 and S550 Mustangs. This design ensures consistent clamp load and clean engagement across the full operating range, eliminating the binding and grabbiness common with generic aftermarket clutches that weren't designed around hydraulic actuation.

Each clutch disk is hand-built at MDL's facility in Caldwell, Idaho, and inspected twice for exacting tolerances before it goes in the box. The sprung hub design absorbs driveline shock and reduces gear rattle, keeping the clutch streetable while you're making power. This Performance Street Plus rated clutch handles bolt-ons, aggressive tuning, and spirited driving without compromise.

The 26-spline x 1-1/8" hub works with factory MT-82 transmissions as well as popular aftermarket swaps like the TKX, TKO, and T56 Magnum. Proudly made in the USA and backed by MDL's 1-year warranty.

What's Included

• Ford 11" metric 10mm pattern diaphragm pressure plate (hydraulic release finger profile)
• 26-spline x 1-1/8" clutch disk with Kevlar/steel backed organic facings and sprung hub
• Pilot bearing
• Clutch alignment tool
• 1-year free-from-defect warranty

Note: No throwout bearing is included with this kit.

Key Features

• 550 ft-lbs torque capacity - engineered for performance street and open track applications
• Kevlar/Kevlar friction surfaces - smooth engagement with exceptional grip and heat resistance
• 26-spline x 1-1/8" input shaft compatibility - matches 2005-up Mustang transmissions
• 11" metric bolt pattern with 10mm hardware - direct fit for Ford modular engines with hydraulic actuation
• Sprung hub design - dampens drivetrain shock and reduces gear rattle
• Diaphragm pressure plate - consistent clamping force across the entire friction surface
• Hand-assembled in-house at MDL - double-riveted construction ensures precision and quality
• Performance Proven tested - validated through rigorous on-track and off-track racing
• 1-year defect-free warranty - backed by MDL commitment to quality

Description

When your 2005-up Mustang needs reliable power transfer for street performance or open track duty, this MDL Superior clutch kit delivers the grip and durability you need. Built specifically for Ford 4.6L and 5.0L modular engines making up to 550 ft-lbs of torque, this clutch solves the common problem of stock clutches slipping under power while maintaining the smooth engagement characteristics essential for daily driving.

The Kevlar/Kevlar friction material combination provides an ideal balance of holding power and heat dissipation. Unlike organic materials that fade under repeated high-heat cycles, Kevlar maintains its coefficient of friction even during aggressive driving. The dual Kevlar surfaces offer progressive engagement - firm enough to handle launches and power shifts, yet forgiving enough for smooth street manners. The sprung hub design absorbs drivetrain shock loads that would otherwise stress the transmission input shaft, while reducing the gear rattle common with solid hub designs.

Every MDL Superior clutch is hand-assembled in-house using precision manufacturing standards. The friction material is double-riveted to the backing plates - not bonded - ensuring the facings stay attached under extreme conditions. The diaphragm pressure plate provides consistent clamping force across the entire friction surface, while the hydraulic actuation system eliminates the cable stretch and adjustment issues associated with mechanical linkages.

Compatible with 2005 and newer Ford Mustang applications using the 26-spline x 1-1/8" input shaft configuration and 11" metric flywheel bolt pattern. This kit is designed for hydraulic release systems and fits 4.6L and 5.0L Coyote modular engines. Made in the USA and backed by MDL's 1-year defect-free warranty.

What's Included

• 11" diaphragm pressure plate - metric 10mm bolt pattern, hydraulic release
• Kevlar/Kevlar friction disk - 26-spline x 1-1/8", sprung hub, double-riveted
• Pilot bushing
• Clutch alignment tool
• Installation and break-in instructions
• 1-year defect-free warranty
• Lifetime technical support

Superior Kevlar/Ceramic Clutch Kit | 2005-2025 Mustang 4.6L/5.0L | 26-Spline

Key Features

• 600 lb-ft torque capacity for aggressive street/strip applications
• Kevlar/ceramic dual-compound disc combines durability with aggressive bite
• 11-inch metric diaphragm pressure plate with 10mm bolt pattern
• 26-spline, 1-1/8-inch disc for increased strength over factory 10-spline
• Sprung hub design dampens driveline shock for smoother engagement
• Hydraulic clutch finger profile engineered for factory-style hydraulic release
• Hand-built in-house with double-checked tolerances
• Made in the USA
• 1-year defect-free warranty

Description

When your modular Mustang needs a clutch that can survive hard launches without sacrificing daily drivability, the Superior Kevlar/Ceramic Clutch Kit delivers 600 lb-ft of torque capacity in a street-friendly package. This kit is engineered for the enthusiast who demands real holding power from their 4.6L or 5.0L Coyote without the harsh, on-off engagement of a full-ceramic disc.

The dual-compound Kevlar/ceramic disc is the heart of this upgrade. The Kevlar friction material provides exceptional durability and smooth engagement characteristics, while the ceramic compound delivers aggressive bite and superior heat resistance under hard use. This combination gives you the best of both worlds: a clutch that grabs hard when you need it but still behaves during stop-and-go traffic. The sprung hub design absorbs driveline shock, protecting your transmission input shaft and reducing gear chatter at idle.

The 26-spline, 1-1/8-inch disc is a significant step up from the factory 10-spline design, providing substantially more torque transfer area and improved durability under high-load conditions. The 11-inch metric diaphragm pressure plate features a clutch finger profile specifically designed for smooth, progressive release with factory-style hydraulic systems. The 10mm bolt pattern ensures proper fitment on 2005-and-up Mustang flywheels.

Every Superior clutch disc is hand-built in-house, with quality, tolerances, and operation double-checked before shipping. This kit fits 2005-2025 Mustang 4.6L and 5.0L engines using the OEM hydraulic release system. Made in the USA and backed by a 1-year defect-free warranty.

Kit Includes

• 11-inch metric diaphragm pressure plate (10mm bolt pattern)
• Kevlar/ceramic dual-compound disc, 26-spline x 1-1/8-inch, sprung hub
• Pilot bearing
• Clutch alignment tool

Note: Throwout bearing not included. Use OEM replacement for proper hydraulic release operation.

McLeod RST Twin Disc Clutch Kit | 2001-Up Mustang V8 | 26-Spline Organic

Key Features

• 800 horsepower capacity for high-powered street builds
• Twin organic-lined friction discs deliver smooth engagement with soft pedal effort
• 26-spline hub with 1.125-inch input shaft diameter for TREMEC T-56 compatibility
• 246mm (9.687-inch) disc diameter for maximum clamping surface
• Sprung hub design with diaphragm-style pressure plate
• McLeod patented adapter ring fits Ford 164-tooth Modular flywheels
• Fits 2001-up Mustang V8 applications: 4.6L, 5.0L Coyote, and 5.4L
• Made in the USA

Description

When your Mustang's power output pushes past what a single-disc clutch can reliably hold, the McLeod RST Twin Disc delivers an economical twin-disc solution rated to 800 horsepower while maintaining genuine street manners. This clutch kit solves the common problem of choosing between holding capacity and daily driveability—you don't have to sacrifice one for the other.

The twin 246mm organic-lined friction discs double the engagement surface compared to single-disc setups. Organic facings provide smooth, progressive engagement with a soft pedal effort, making this clutch kit ideal for the street performance enthusiast who doesn't want the harsh, grabby engagement of metallic race compounds. The sprung hub design absorbs drivetrain shock, while the diaphragm-style pressure plate delivers consistent clamping force through the entire rpm range.

McLeod's patented adapter ring system allows this clutch to work with Ford 164-tooth Modular engine flywheels (4.6L, 5.0L Coyote, 5.4L). The 26-spline hub with 1.125-inch diameter pairs directly with TREMEC T-56 six-speed transmissions. Note that this kit requires a small valley ID flywheel configuration—it will not fit 2011-2017 factory flywheels. For GM LS-X applications, this kit works only with LS1/LS6 flat-style flywheels; recessed LS2/LS3/LS7 flywheels will not work.

This is a street performance clutch—not designed for competition use where sustained high-heat drag racing or track sessions demand more aggressive friction materials. Proper break-in requires 500-750 miles of stop-and-go city driving to actuate the clutch 1,200 to 1,500 times before any hard use. Made in the USA.

Kit Includes

• Diaphragm-style pressure plate
• Two organic-lined friction discs with sprung hubs
• Floater plate
• McLeod patented adapter ring (large gold metric ring)
• Pilot alignment tool
• Installation instructions

Note: Pilot bushing and throwout bearing not included. Flywheel resurfacing and bellhousing alignment check recommended during installation.

Key Features

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

Description

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

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

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

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

What's Included

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

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

Key Features

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

Description

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

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

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

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

What's Included

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

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

Key Features

• Removable pivot shaft design for simplified installation in tight underdash spaces
• OEM replacement precision fit for 1961-1964 Ford Galaxie and 1962-1965 Ford Fairlane
• Laser-cut construction with CNC-formed bends for consistent pedal geometry
• Reuses existing automatic pedal support assembly for seamless manual conversion
• Swing-mounted design matches factory pedal box architecture
• 100% Made in the USA

Description

Converting your early Galaxie or Fairlane from automatic to manual transmission means solving a fundamental problem: getting a proper clutch pedal into the existing pedal box without tearing apart the entire underdash. MDL's engineered clutch pedal addresses this with a removable pivot shaft design that dramatically simplifies installation. Instead of wrestling a one-piece assembly into cramped quarters, you position the pedal, slide the pivot shaft into place, and secure it - no contortionist work required.

The pedal itself is laser-cut from quality materials with CNC-formed bends, ensuring the geometry matches factory specifications for proper clutch engagement travel and pedal feel. This precision matters - inconsistent pedal geometry means inconsistent clutch engagement, which translates to a car that's harder to drive smoothly. The swing-mounted design integrates with your existing pedal support structure, maintaining the factory layout your feet already know.

When converting from automatic, the stock pedal support is reused and the brake pedal is trimmed on the left side to create proper clearance for the new clutch pedal. This approach preserves the structural integrity of your original pedal box while adding the clutch function you need for a TREMEC or other manual transmission swap. The result is an installation that looks and feels factory-correct.

Engineered and manufactured in Caldwell, Idaho, this pedal is part of MDL's complete drivetrain conversion ecosystem. Pair it with the appropriate hydraulic clutch system, bellhousing, and transmission package for a comprehensive manual swap solution backed by lifetime technical support.

What's Included

• Laser-cut steel clutch pedal assembly
• Removable steel pivot shaft
• Lifetime technical support from MDL

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

Key Features

• Reproduction of Ford OEM pedal pad part number B7A-2457-A
• Kit includes both brake and clutch pedal pads
• Fits Ford F-Series trucks 1957-1980, Bronco 1966-1996, E100/E300 1961-1972
• Also fits Falcon 1960-1965, Fairlane 1962-1965, and Galaxie 1960-1964
• Direct replacement for worn, cracked, or missing original rubber pads

Description

Worn or missing pedal pads are more than a cosmetic issue--they compromise pedal grip and detract from the finished look of any restoration. This reproduction pedal pad kit replicates Ford's original B7A-2457-A specification, giving you properly fitting brake and clutch pads that restore both function and authenticity to your classic Ford.

The B7A-2457-A design was used across an enormous range of Ford vehicles spanning nearly four decades. This kit covers F-Series trucks from '57 to '80, early Broncos through '96, Econoline vans from '61 to '72, plus the Falcon, Fairlane, Comet, Ranchero, and Galaxie passenger cars of the early-to-mid 1960s. That wide application range means one kit handles the pedal replacement needs for a huge swath of Ford's truck and car lineup.

Each pad slides directly onto your existing pedal arms without modification. Whether you're doing a concours-level restoration or just want functional pedal coverage that looks correct, this kit delivers OEM-style fit and appearance at a fraction of dealer pricing. The included pads cover both your brake and clutch pedal needs in a single purchase.

Kit Includes

• Brake pedal pad (reproduction B7A-2457-A)
• Clutch pedal pad (reproduction B7A-2457-A)

MDL LF Series 62-65 Fairlane Hydraulic Clutch Master Cylinder Kit | .700 Bore | Plastic Reservoir

Whether you are converting your 1962-1965 Fairlane to a manual transmission or just wanting to upgrade your current clutch actuation method, the Modern Driveline LF Series Master Cylinder Kit is a great solution to add modern technology to your classic! The MDL LF Series Hydraulic Clutch Master features a revolutionary design for retrofitting hydraulics into your classic car and features an innovative pedal linkage that matches pedal travel with a long-stroke master cylinder for a reduced clutch pedal load. The common approach was to use a 3/4 or 7/8 inch bore by 1 inch stroke master cylinder connected to the pedal directly resulting in improper pedal pressure. Also, the mounting of the cylinder needed to be raised higher than the stock clutch rod linkage hole causing interference issues on the firewall and pedal assembly. Due to the short stroke, this ultimately results in a heavy pedal pressure. Our revolutionary linkage allows for great design flexibility and greatly improved driver's experience. The remote plastic reservoir simply mounts on the firewall for a clean and simple installation. The .700 bore and 1.4" stroke generates enough fluid volume to support most aftermarket external or internal slave systems. Each kit comes complete with everything you need to install including our unique One-Man-Bleeder Kit and comprehensive instructions. If you are looking to elevate the performance of your classic Ford, look no further than the Modern Driveline LF Series Clutch Master Cylinder Kit.

FEATURES AND BENEFITS:

• Maintains stock clutch pedal pivot point for a stock pedal feel
• Optimizes full pedal stroke for better control of the clutch.
• Linkage Design creates leverage for improved driver's experience.
• Works with existing industry slave cylinders and hydraulic release bearings
• All mounting hardware, brackets, and installation instructions.
• Features a remote plastic reservoir.
• Made in the USA

IMPORTANT NOTE:

• This kit relies on the factory components to be in good working order, any modifications or damage to the firewall, pedal, or pedal hanger will affect master cylinder performance.

MDL LF Series 62-65 Fairlane Hydraulic Clutch Master Cylinder | .700 Bore | Black Billet Reservoir

Whether you are converting your 1962-1965 Fairlane to a manual T-5/TKX/T-56 or just wanting to upgrade your current clutch actuation method, the Modern Driveline LF Series Master Cylinder Kit is a great solution to add modern technology to your classic! The MDL LF Series Hydraulic Clutch Master features a revolutionary design for retrofitting hydraulics into your classic car and features an innovative pedal linkage that matches pedal travel with a long-stroke master cylinder for a reduced clutch pedal load. The common approach was to use a 3/4 or 7/8 inch bore by 1 inch stroke master cylinder connected to the pedal directly resulting in improper pedal pressure. Also, the mounting of the cylinder needed to be raised higher than the stock clutch rod linkage hole causing interference issues on the firewall and pedal assembly. Due to the short stroke, this ultimately results in a heavy pedal pressure. Our revolutionary linkage allows for great design flexibility and greatly improved driver's experience. The remote black billet reservoir simply mounts on the firewall for a clean and simple installation. The .700 bore and 1.4" stroke generates enough fluid volume to support most aftermarket external or internal slave systems. Each kit comes complete with everything you need to install including our unique One-Man-Bleeder Kit and comprehensive instructions. If you are looking to elevate the performance of your classic Fairlane, look no further than the Modern Driveline LF Series Clutch Master Cylinder Kit.

FEATURES AND BENEFITS:

• Maintains stock clutch pedal pivot point for a stock pedal feel
• Optimizes full pedal stroke for better control of the clutch.
• Linkage Design creates leverage for improved driver's experience.
• Works with existing industry slave cylinders and hydraulic release bearings
• All mounting hardware, brackets, and installation instructions.
• Features a remote black billet reservoir.
• Made in the USA

IMPORTANT NOTE:

• This kit relies on the factory components to be in good working order, any modifications or damage to the firewall, pedal, or pedal hanger will affect master cylinder performance.

MDL LF Series 62-65 Fairlane Hydraulic Clutch Master Cylinder | .700 Bore | Silver Billet Reservoir

Whether you are converting your 1962-1965 Ford Fairlane to a manual T-5/TKX/T-56 or just wanting to upgrade your current clutch actuation method, the MDL LF Series Master Cylinder Kit is a great solution to add modern technology to your classic! The MDL LF Series Hydraulic Clutch Master features a revolutionary design for retrofitting hydraulics into your classic car and features an innovative pedal linkage that matches pedal travel with a long-stroke master cylinder for a reduced clutch pedal load. The common approach was to use a 3/4 or 7/8 inch bore by 1 inch stroke master cylinder connected to the pedal directly resulting in improper pedal pressure. Also, the mounting of the cylinder needed to be raised higher than the stock clutch rod linkage hole causing interference issues on the firewall and pedal assembly. Due to the short stroke, this ultimately results in a heavy pedal pressure. Our revolutionary linkage allows for great design flexibility and greatly improved driver's experience. The remote silver billet reservoir simply mounts on the firewall for a clean and simple installation. The .700 bore and 1.4" stroke generates enough fluid volume to support most aftermarket external or internal slave systems. Each kit comes complete with everything you need to install including our unique One-Man-Bleeder Kit and comprehensive instructions. If you are looking to elevate the performance of your classic Fairlane, look no further than the Modern Driveline LF Series Clutch Master Cylinder Kit.

FEATURES AND BENEFITS:

• Maintains stock clutch pedal pivot point for a stock pedal feel
• Optimizes full pedal stroke for better control of the clutch.
• Linkage Design creates leverage for improved driver's experience.
• Works with existing industry slave cylinders and hydraulic release bearings
• All mounting hardware, brackets, and installation instructions.
• Features a remote silver billet reservoir.
• Made in the USA

IMPORTANT NOTE:

• This kit relies on the factory components to be in good working order, any modifications or damage to the firewall, pedal, or pedal hanger will affect master cylinder performance.

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

• 30-inch length with 1/4-inch ID stainless steel braided construction
• Teflon (PTFE) inner lining for chemical resistance and smooth fluid flow
• Clear plastic outer coating protects braid while maintaining clean appearance
• Straight -4AN female stainless steel fittings permanently crimped on both ends
• Pressure tested for quality assurance
• 100% made in the USA

Description

Factory plastic clutch lines deteriorate under heat and age, leading to spongy pedal feel and inconsistent clutch engagement. This premium stainless steel braided hydraulic line eliminates that weak link with high-strength construction rated for racing and high-heat applications. The Teflon inner lining delivers chemical compatibility with all brake fluids while providing smooth, unrestricted fluid flow that translates directly to crisp pedal response.

The stainless steel braid resists expansion under pressure—a critical factor in hydraulic clutch performance. Unlike rubber lines that balloon slightly under load, braided stainless maintains consistent internal volume for immediate, predictable clutch actuation. The clear plastic outer coating shields the braid from road debris and corrosion while preserving the polished stainless appearance gearheads expect in a quality engine bay.

This is the same 30-inch hydraulic line included in MDL's LF Series slave cylinder kits, proven across thousands of transmission swaps from mild street builds to extreme-duty track cars. Straight -4AN female fittings on both ends provide universal compatibility with hydraulic clutch systems, master cylinders, and slave cylinders across Ford, GM, and Mopar applications. Whether you're completing a TREMEC five or six-speed swap or upgrading your existing hydraulic clutch setup, this line delivers the durability and pedal feel your build demands.

What's Included

• One 30-inch stainless steel braided hydraulic line with Teflon (PTFE) lining
• Clear plastic protective coating over stainless braid
• Two straight -4AN female stainless steel fittings (permanently crimped)
• Manufacturer's warranty

MDL Transmission Mount for Early 60's Ford,

Fits:

• Galaxie
• F Series Truck thru 1976
• Fairlane thru 1965

This High-quality mount is, precision welded & powder coated to last.

BACK TO MOUNTS HOME PAGE

Key Features

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

Description

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

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

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

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

Kit Includes

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

Key Features

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

Description

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

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

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

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

Kit Includes

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

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

• Direct bolt-on compatibility with TREMEC T5, T45, T56, TKO-500, TKO-600, and all TREMEC/Borg Warner shifters with 7/8 in. center-to-center bolt spacing
• 10 in. overall length with 30-degree single bend geometry - 4 in. back, 9 in. tall
• High-strength tubular steel construction with chrome-plated finish
• Machined billet steel mounting stud, drilled and countersunk for included 3/8-24 socket head cap screws
• Standard 3/8-24 knob threads for universal shift knob compatibility
• Standard 2-bolt flange with 3/8 in. holes on 7/8 in. center-to-center spacing
• Lokar lifetime warranty
• Made in the USA

Description

When you need a precise, durable shift lever that delivers both performance and classic chrome aesthetics, this Lokar MSL603D shift lever is the solution. Built specifically for TREMEC and Borg Warner manual transmissions, these direct bolt-on tubular shifter levers are engineered for stock and aftermarket 5-speed and 6-speed applications.

The lever fits TKO-500, TKO-600, T5, T45, and T56 transmissions with the standard 2-bolt flange measuring 7/8 in. center-to-center with metric bolt holes. The machined billet steel mounting stud is countersunk for socket head cap screws, delivering a clean, smooth appearance while ensuring a secure, vibration-free connection to your transmission. The lever features a 3/8-24 thread for shift knob compatibility and maintains the precise geometry needed for optimal shift feel.

The 10-inch length with 30-degree single bend provides an ergonomic reach that works well in most applications, positioning the shift knob 4 inches back and 9 inches tall from the mounting point. The high-strength tubular steel construction handles the loads of aggressive shifting while the chrome finish resists corrosion and maintains its appearance over time.

Shift boots, bezels, and knobs are sold separately. Backed by Lokar's lifetime warranty and made in the USA.

What's Included

• Lokar MSL603D chrome tubular steel shift lever
• 3/8-24 socket head cap screws for installation
• Lifetime technical support

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

• Round rubber construction for OE-correct restoration appearance
• Direct replacement for Ford OE# C2AZ-7277-A
• 4-7/8" diameter bolt pattern for precise fitment to factory floor shift assembly
• Designed for 4-speed manual transmissions without console
• Durable rubber material resists cracking and environmental degradation

Description

Cracked, missing, or deteriorated shift boots are more than an eyesore - they allow dust, debris, and road noise to enter the cabin through the transmission tunnel. This round rubber shift boot is a direct replacement for Ford OE# C2AZ-7277-A, restoring the factory seal and period-correct appearance to your classic Ford or Mercury build.

Engineered specifically for 4-speed manual transmission applications without console, this boot features a 4-7/8" diameter bolt pattern that matches your factory floor shift mounting points. The round base design slips directly over your shift lever and bolts down using the existing hardware locations - no modifications, adapters, or trimming required. Simply remove the old boot and install the new one for an instant interior upgrade.

The durable rubber construction maintains flexibility through temperature extremes while providing long-term resistance to UV exposure, ozone, and general wear. Whether you're completing a concours-level restoration or just tidying up a driver-quality cruiser, this shift boot delivers the authentic OE fitment that separates a professional build from a parts-store compromise.

Fits 1962-64 Ford Galaxie, Falcon, Ranchero, and Mercury Comet models equipped with 4-speed manual transmissions without console. Also fits Cobra applications of the same era.

Kit Includes

• Round rubber shift boot (OE# C2AZ-7277-A replacement)

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

Key Features

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

Description

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

What's Included

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

Key Features

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

Product Overview

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

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

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

Kit Includes

• Reverse switch wiring harness with two-prong connector

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

What's Included

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

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

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

What's Included

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

Key Features

• Billet steel construction for enhanced strength and durability [VERIFY: MDL lists as "Billet Steel" but Sonnax specs show T3-3-2491HP is "Forged Chromoly" - confirm correct material]
• 31-spline count matches TREMEC TKO, TKX, T56 Magnum, and Ford C6/FMX output shafts
• 1350 series U-joint compatibility - handles up to 1000hp on the street without large shock loads
• 1-3/16" U-joint cap diameter with 3.625" overall width
• Leak-free plug tested to 40 psi for optimum sealing
• Precision-machined for exceptional balance and minimal runout
• Made in the USA

Description

Converting to a TREMEC TKX or T56 Magnum often demands upgrading from the factory slip yoke to handle increased torque and horsepower. A Sonnax slip yoke is never the weak link in your driveline - this billet steel unit delivers the strength and precision your high-performance build deserves.

Unlike cast alternatives, this slip yoke is fully machined from billet steel for enhanced strength and durability. All dimensions are precision machined to guarantee a consistent, concentric slip yoke, eliminating the runout and balance issues that plague lesser components. The smooth outer journal provides uniform contact with the seal to prevent leaks and promote proper fore/aft yoke action. Every unit is leak-free plug tested to 40 psi, ensuring optimum sealing under pressure.

Built for 31-spline TREMEC transmissions including TKO-500, TKO-600, TKX, and T56 Magnum series, plus Ford C6 and FMX automatic applications. The 1-3/16" U-joint cap diameter accepts standard 1350 series U-joints for maximum driveline compatibility. Handles up to 1000hp on the street without large shock loads - perfect for high-performance street cars, drag strip duty, and dirt oval applications.

Sonnax slip yokes set the standard for incredible performance and value - a winning combination for high-horsepower builds running on the street, drag strip, or dirt oval track. Made in the USA with precision manufacturing standards you can trust.

What's Included

• (1) Sonnax billet steel slip yoke, 31-spline, 1350 series
• Lifetime tech support from MDL