TREMEC Ford TKX 5-Speed Transmission | 2.87 First, 0.68 Overdrive | 26-Spline

Key Features

• 600 lb-ft torque capacity with 7,500 RPM shift capability and 8,000 RPM engine speed rating
• Gearing ratio (2.87, 1.89, 1.28, 1.00, 0.68) - deep overdrive drops highway RPM for improved cruising
• 26-spline input shaft (1-1/8-inch diameter), 31-spline output shaft
• Compact end-loaded case design fits most transmission tunnels without floor modifications
• Ribbed 3-piece housing (main case, intermediate plate, rear extension) for structural stiffness
• Multi-cone synchronizers with sintered carbon/bronze hybrid rings for smooth high-RPM shifts
• ASTM 4615 special-grade steel gears and shafts with caged needle bearings in all gear positions
• 7.21-inch Ford input shaft length - bolts to Ford TKO/4-speed bellhousing pattern
• 0.670-inch pilot tip with 1.430-inch OD throwout bearing guide tube
• Built-in reverse light switch (left side) and cruise control safety switch (right side)
• Dual speedometer outputs: mechanical 7-tooth Ford gear (adaptable to GM) plus OSS two-wire analog sensor
• Two shifter locations are standard; mid-position kit available separately
• High-performance billet aluminum short-throw shifter included
• Shifter Stub Locations: center line, 12.68”, 16.75” or 19.52” back from the bellhousing face
• Gaskets at all mating surfaces eliminate fluid leaks
• 99 lbs dry weight; 2.7-quart fluid capacity

Overview

If you are making over 400 horsepower and need to upgrade from a tired four-speed, the TREMEC TKX delivers everything your Ford build demands. Unlike repurposed OE transmissions, the TKX was engineered from the ground up specifically for the aftermarket - designed to handle serious power while fitting into classic Mustangs and other vintage Fords without the floor surgery typically required by larger transmissions.

The end-loaded case design is the key to the TKX's compact footprint. TREMEC eliminated the traditional side-loading architecture, resulting in a slimmer, more streamlined case that clears tight transmission tunnels. The three-piece ribbed aluminum housing (main case, intermediate plate, and rear extension) delivers outstanding structural stiffness while reducing overall weight to just 99 lbs dry. Fewer case seams mean fewer potential leak points, and gaskets at all flanges simplify installation.

Inside, the TKX punches well above its weight class. Wide gear widths increase gear life and torque capacity, while tapered roller bearings on the input, output, and countershafts reduce noise and improve durability. Caged needle bearings on the mainshaft optimize performance at all gear positions. The internal three-rail shift system provides robust, precise gear engagement, and the rear mainshaft support bushing has been relocated closer to the gearbox for improved support. Hybrid triple-cone synchronizers made from sintered bronze and carbon deliver smooth, notch-free shifts even at 7,500 RPM.

This close-ratio configuration (2.87 first gear with 0.68 overdrive) keeps your engine in its powerband during spirited driving while dropping highway RPM for improved fuel economy and reduced wear. Short input shaft kits are available for Ford 3-speed and 4-speed bellhousing applications. Made from 100% brand-new OEM-quality components.

What's Included

• TREMEC TKX 5-speed transmission assembly (TCET17765) with 2.87/1.89/1.28/1.00/0.68 gear ratios
• Gaskets for all mating surfaces
• Built-in reverse light switch (left side)
• Built-in cruise control safety switch (right side)
• High-performance short-throw billet aluminum shifter
• Mechanical speedometer drive gear (7-tooth Ford pattern)
• OSS two-wire electronic speedometer sensor (built-in)
• MDL extended warranty: manufacturer warranty plus 1 additional year with 1-year grace period
• Lifetime technical support from MDL

TREMEC Ford TKX 5-Speed | 3.27 First, 0.72 OD | 26-Spline Input, 31 Spline Output

Key Features

• 600 lb-ft torque capacity with 7,500 RPM shift capability and 8,000 RPM engine speed rating
• Gearing ratio (3.27, 1.98, 1.34, 1.00, 0.72) balances strong launches with relaxed highway cruising
• 26-spline input shaft (1-1/8 in. diameter) and 31-spline output shaft for added strength
• Compact end-loaded case design fits most transmission tunnels without floor modifications
• Ribbed 3-piece housing (main case, intermediate plate, rear extension) for structural stiffness
• Multi-cone synchronizers with sintered carbon/bronze hybrid rings for smooth high-RPM shifts
• ASTM 4615 special-grade steel gears and shafts with caged needle bearings in all gear positions
• Ford TKO/Toploader bellhousing bolt pattern - direct upgrade path from 4-speeds
• 7.21-inch Ford input shaft length 0.670-inch pilot tip with 1.430-inch OD throwout bearing guide tube
• Built-in reverse light switch (left side) and cruise control safety switch (right side)
• Dual speedometer outputs: mechanical 7-tooth Ford gear (adaptable to GM) plus OSS two-wire analog sensor
• Gaskets at all mating surfaces eliminate fluid leaks
• High-performance short-throw billet aluminum shifter included
• Shifter Stub Location: 16.75” or 19.52” back from the bellhousing face
• 99 lbs dry weight; 2.7-quart fluid capacity

Description

If you are making over 400 horsepower and need to upgrade from a tired four-speed, the TREMEC TKX delivers everything your Ford build demands. Unlike repurposed OE transmissions, the TKX was engineered from the ground up specifically for the aftermarket - designed to handle serious power while fitting into classic Mustangs and other vintage Fords without the floor surgery typically required by larger transmissions.

The end-loaded case design is the key to the TKX's compact footprint. TREMEC eliminated the traditional side-loading architecture, resulting in a slimmer, more streamlined case that clears tight transmission tunnels. The three-piece ribbed aluminum housing (main case, intermediate plate, and rear extension) delivers outstanding structural stiffness while reducing overall weight to just 99 lbs dry. Fewer case seams mean fewer potential leak points, and gaskets at all flanges simplify installation.

Inside, the TKX punches well above its weight class. Wide gear widths increase gear life and torque capacity, while tapered roller bearings on the input, output, and countershafts reduce noise and improve durability. Caged needle bearings on the mainshaft optimize performance at all gear positions. The internal three-rail shift system provides robust, precise gear engagement, and the rear mainshaft support bushing has been relocated closer to the gearbox for improved support. Hybrid triple-cone synchronizers made from sintered bronze and carbon deliver smooth, notch-free shifts even at 7,500 RPM.

This close-ratio configuration (3.27, first gear with 0.72 overdrive) keeps your engine in its powerband during spirited driving while dropping highway RPM for improved fuel economy and reduced wear. Short input shaft kits are available for Ford 3-speed and 4-speed bellhousing applications. Made from 100% brand-new OEM-quality components.

What's Included

• TREMEC TKX 5-speed transmission assembly (TCET18085) with 3.27/1.98/1.34/1.00/0.72 gear ratios
• High-performance short-throw billet aluminum shifter
• Gaskets for all mating surfaces
• Built-in reverse light switch (left side)
• Built-in cruise control safety switch (right side)
• Mechanical speedometer drive gear (7-tooth Ford pattern, adaptable to GM)
• OSS two-wire analog speedometer sensor
• MDL extended warranty: manufacturer warranty plus 1 additional year with 1-year grace period
• Lifetime technical support from MDL

TREMEC Ford TKX 5-Speed | 2.87 First, 0.81 OD | 26-Spline Input, 31 Spline Output

Key Features

• 600 lb-ft torque capacity with 7,500 RPM shift capability and 8,000 RPM engine speed rating
• Gearing ratio (2.87, 1.89, 1.28, 1.00, 0.81) balances strong launches with relaxed highway cruising
• 26-spline input shaft (1-1/8 in. diameter) and 31-spline output shaft for added strength
• Compact end-loaded case design fits most transmission tunnels without floor modifications
• Ribbed 3-piece housing (main case, intermediate plate, rear extension) for structural stiffness
• Multi-cone synchronizers with sintered carbon/bronze hybrid rings for smooth high-RPM shifts
• ASTM 4615 special-grade steel gears and shafts with caged needle bearings in all gear positions
• Ford TKO/Toploader bellhousing bolt pattern - direct upgrade path from 4-speeds
• 7.21-inch Ford input shaft length 0.670-inch pilot tip with 1.430-inch OD throwout bearing guide tube
• Built-in reverse light switch (left side) and cruise control safety switch (right side)
• Dual speedometer outputs: mechanical 7-tooth Ford gear (adaptable to GM) plus OSS two-wire analog sensor
• Gaskets at all mating surfaces eliminate fluid leaks
• High-performance short-throw billet aluminum shifter included
• Shifter Stub Location: 16.75” or 19.52” back from the bellhousing face
• 99 lbs dry weight; 2.7-quart fluid capacity

Description

If you are making over 400 horsepower and need to upgrade from a tired four-speed, the TREMEC TKX delivers everything your Ford build demands. Unlike repurposed OE transmissions, the TKX was engineered from the ground up specifically for the aftermarket - designed to handle serious power while fitting into classic Mustangs and other vintage Fords without the floor surgery typically required by larger transmissions.

The end-loaded case design is the key to the TKX's compact footprint. TREMEC eliminated the traditional side-loading architecture, resulting in a slimmer, more streamlined case that clears tight transmission tunnels. The three-piece ribbed aluminum housing (main case, intermediate plate, and rear extension) delivers outstanding structural stiffness while reducing overall weight to just 99 lbs dry. Fewer case seams mean fewer potential leak points, and gaskets at all flanges simplify installation.

Inside, the TKX punches well above its weight class. Wide gear widths increase gear life and torque capacity, while tapered roller bearings on the input, output, and countershafts reduce noise and improve durability. Caged needle bearings on the mainshaft optimize performance at all gear positions. The internal three-rail shift system provides robust, precise gear engagement, and the rear mainshaft support bushing has been relocated closer to the gearbox for improved support. Hybrid triple-cone synchronizers made from sintered bronze and carbon deliver smooth, notch-free shifts even at 7,500 RPM.

This close-ratio configuration (2.87 first gear with 0.81 overdrive) keeps your engine in its powerband during spirited driving while dropping highway RPM for improved fuel economy and reduced wear. Short input shaft kits are available for Ford 3-speed and 4-speed bellhousing applications. Made from 100% brand-new OEM-quality components.

What's Included

• TREMEC TKX 5-speed transmission assembly (TCET18084) with 2.87/1.89/1.28/1.00/0.81 gear ratios
• High-performance short-throw billet aluminum shifter
• Gaskets for all mating surfaces
• Built-in reverse light switch (left side)
• Built-in cruise control safety switch (right side)
• Mechanical speedometer drive gear (7-tooth Ford pattern, adaptable to GM)
• OSS two-wire analog speedometer sensor
• MDL extended warranty: manufacturer warranty plus 1 additional year with 1-year grace period
• Lifetime technical support from MDL

Key Features

• Spun steel cone construction - not rolled or stamped - delivers superior dimensional stability and accuracy
• Work-hardens to over 80,000 PSI strength - more than twice the strength of other steel bellhousings
• SFI 6.1 certified for quarter-mile times of 11.49 seconds or quicker
• 6.925-inch depth clears 153 or 168-tooth flywheel with 11-inch clutch
• Universal transmission bore: 4.685/4.910 inches
• Weighs 22 pounds
• Accepts mechanical clutch fork or hydraulic throwout bearing
• Durable powder-coated finish for corrosion-free service
• 100% built in the USA

Description

When you need to mate a GM LS or late-model LT engine to a Ford-pattern transmission, this QuickTime bellhousing solves the problem with precision engineering that eliminates the guesswork. This bellhousing fits all Chevy LS-series engines, plus late-model LT1 and LT4 applications, to Ford TKO 500-600, TKX, T5 Mustang, TR3550, and Jerico 4/5-speed transmissions - making it the go-to solution for engine swaps and drivetrain conversions that demand reliability.

The engineering difference starts with manufacturing. QuickTime's cone is spun, not rolled or stamped, making this bellhousing the most dimensionally stable and accurate on the market. This process eliminates the flexing and distortion that plague lesser bellhousings, keeping engine and transmission in perfect alignment throughout the RPM range. The result is reduced drivetrain wear and maximized power transfer. Built from high-grade steel that work-hardens to over 80,000 PSI strength, this bellhousing delivers more than double the strength of typical steel units.

SFI 6.1 certification means this bellhousing meets sanctioning body requirements for quarter-mile times of 11.49 seconds or quicker, making it legal for serious competition. The 6.925-inch depth accommodates 153 or 168-tooth flywheels with clutches up to 11 inches, while the universal transmission bore of 4.685/4.910 inches ensures proper fitment across multiple Ford-pattern transmission models. This bellhousing accepts either a standard left-hand mechanical clutch fork or hydraulic throwout bearing for clutch release flexibility. At 22 pounds with a durable powder-coated finish, it provides the strength you need without excessive weight.

Can also be used on 1996 and earlier small block Chevy and all big block Chevy engines by drilling one additional bellhousing hole. QuickTime bellhousings feature patents on 16 points of design and manufacturing process, with input from OEMs, engine builders, transmission builders, and racers who demand the best - all built and tested in the USA.

What's Included

• QuickTime RM-6037 steel bellhousing with powder-coated finish
• Pivot ball for clutch fork
• Engine block plate
• Grade 8 mounting hardware
• Installation instructions

Clutch Lever | 1994-2004 Mustang | T5, T45, 3650, 4.6L T-56

Key Features

• Fits all 1994-2004 Mustang manual transmissions: T5, T45, 3650, and 4.6L T-56
• Designed for cable and external hydraulic clutch operation with compatible bellhousings
• SN95-specific geometry with longer overall length and extended pivot points versus Fox Body forks
• Stamped steel construction for durability and reduced flex under load
• Direct replacement for worn OE clutch forks on SN95 and New Edge Mustangs

Description

When you're replacing the clutch in your 1994-2004 Mustang, don't overlook the clutch fork. This frequently neglected component takes a beating every time you press the pedal, and a worn fork causes sloppy engagement, inconsistent pedal feel, and premature throwout bearing wear. This MDL clutch lever restores factory-correct geometry to your SN95 or New Edge drivetrain.

The SN95 clutch fork is not interchangeable with Fox Body forks. The 1994-2004 lever is longer overall with extended pivot points to match the deeper SN95 bellhousing depth and longer input shaft configuration. Using the wrong fork causes the clutch cable to exit at a severe angle, resulting in hard pedal effort, accelerated cable wear, and eventual cable failure. This lever provides the correct geometry for proper throwout bearing positioning and smooth clutch actuation.

Engineered for both stock cable-release setups and external hydraulic conversions, this fork works with OE and aftermarket bellhousings designed for '94-'04 applications. Whether you're running a T5 carryover, the T45 that served '96-'99 GTs, the 3650 that replaced it in 2000, or the T-56 behind your 4.6L Cobra, this clutch lever delivers the reliable operation your drivetrain demands.

Kit Includes

• Clutch lever/fork assembly
• Installation instructions

Key Features

• Steel bellhousing-specific hardware kit -- correct bolt lengths for thicker Lakewood and QuickTime steel housings
• Grade 8 fasteners for high-torque, high-vibration drivetrain applications
• Hardened washers distribute clamping loads evenly across mounting surfaces
• Eliminates hardware store guesswork -- one kit, all the fasteners you need
• Torque specification: 35 ft-lbs for transmission-to-bellhousing bolts

Description

Steel bellhousings require different hardware than their aluminum counterparts. The thicker steel construction of Lakewood and QuickTime scatter shields demands specific bolt lengths that you won't find at the local hardware store -- and using the wrong fasteners means either insufficient thread engagement or bolts that bottom out before clamping. This hardware kit solves that problem with precision-selected Grade 8 bolts sized specifically for steel bellhousing applications.

The kit includes everything needed to secure your TREMEC TKX transmission to a GM-pattern steel bellhousing on small block or big block Chevy applications. Grade 8 fasteners deliver the strength required for high-torque drivetrains, while the included hardened washers prevent fastener galling and distribute clamping loads evenly across the mounting flange. Torque all transmission-to-bellhousing bolts to 35 ft-lbs for proper retention.

The GM TKX uses the same Muncie/Richmond 4-speed bolt pattern that's been standard on GM manual transmissions for decades, making bellhousing selection straightforward. This kit pairs with steel bellhousings designed for that pattern -- the thicker steel construction provides added safety in high-horsepower applications where an SFI-rated scatter shield is required or preferred.

What's Included

• Grade 8 transmission-to-bellhousing bolts (steel bellhousing length)
• Hardened steel washers

Key Features

• 24-pound lightweight billet steel construction - precision-machined from solid billet for strength without excess rotating mass
• Dual pressure plate mounting patterns - accepts both 12-5/8" clutches with dowel pins and 10mm bolts, plus 12-5/8" pattern with 3/8" shouldered bolts
• 168-tooth ring gear for reliable starter engagement
• 2.485" crank registration size for precise centering on 6-bolt LS cranks
• Zero (neutral) balance for internally balanced LS applications
• 11mm x 1.5mm crank bolt pattern
• Compatible with 11" single-disc clutch assemblies
• Made in the USA

Description

When your LS swap demands a flywheel that delivers billet steel strength with reduced rotating mass, this lightweight flywheel solves the problem. Precision-machined from a solid piece of billet steel and lightened to just 24 pounds, it matches OE cast flywheel weight while providing superior strength and durability over factory cast units. The lightened design reduces rotational inertia for improved throttle response and quicker acceleration without sacrificing the smooth engagement characteristics needed for street driving.

The dual pressure plate mounting pattern design eliminates compatibility guesswork. It accepts both the LS-style 11" clutches using dowel pins with 10mm pressure plate bolts, as well as GM 11" clutches using shouldered 3/8" pressure plate bolts. The 2.485" crank registration ensures perfect centering on LS1, LS2, LS3, LS6, and LS7 engines equipped with 6-bolt crankshafts. Zero balance construction makes it the correct choice for these internally balanced LS applications.

CNC-machined in the USA from solid billet steel, each flywheel undergoes precision finishing for optimal surface quality and dimensional accuracy. The 168-tooth ring gear provides reliable starter engagement with standard LS starters. Whether you're completing a classic car LS swap or upgrading a late-model manual transmission vehicle, this flywheel delivers the billet steel strength you need at a weight that won't bog down your build.

What's Included

• Lightweight billet steel flywheel (24 lbs)
• 168-tooth ring gear (pre-installed)
• Dual pressure plate bolt patterns (12-5/8" with dowels/10mm bolts and 12-5/8" with 3/8" bolts)
• 2.485" crank registration bore
• Zero balance configuration

Note: Flywheel bolts sold separately. It is never recommended to reuse flywheel bolts when installing a new or used flywheel.

Key Features

• 24 lb lightened billet steel construction - reduces rotational mass for improved throttle response while retaining steel's durability
• Dual clutch bolt pattern - accepts both 11" (with EQ pins) and 12-5/8" pressure plates for maximum clutch selection flexibility
• Zero balance configuration - matches internally balanced GM LSA, LSX, and Gen V LT engines
• 168-tooth ring gear - ensures reliable starter engagement
• 8-bolt crankshaft mounting with 11mm x 1.5mm bolt holes
• Pressure plate bolt threads: 3/8" and 10mm for broad compatibility
• Made in the USA

Description

This lightened billet steel flywheel bridges the gap between heavy OEM dual-mass units and ultra-light aluminum flywheels that can sacrifice low-speed drivability. At 24 lbs, it sheds significant rotational mass compared to stock castings, delivering noticeably quicker throttle response and faster revs without the chatter or aggressive engagement characteristics common to featherweight aluminum designs. Steel's inherent density provides better harmonic dampening than aluminum, helping absorb the vibrations common in high-output LS and LT builds while smoothing out drivetrain noise.

Machined from billet steel rather than cast, this flywheel offers superior strength and consistency over traditional OEM-style castings. The CNC-machined friction surface provides a flat, true mating surface for consistent clutch engagement. Whether you're building a street/strip LSA, an LSX crate engine swap, or a Gen V LT1/LT4 project, the robust construction handles the torque without concern.

The dual bolt pattern design accommodates both 11" pressure plates (with equalizer pins) and 12-5/8" pressure plates, giving you flexibility to run anything from a mild street clutch to an aggressive multi-disc setup. With both 3/8" and 10mm pressure plate bolt threads, compatibility extends across most popular GM and aftermarket clutch kits. The zero-balance configuration matches the internal balance of LSA, LSX, and Gen V LT engines - no external weights required.

Designed for GM's modern performance V8s including LSA supercharged applications, LSX crate motors, and Gen V LT1/LT4 engines with 8-bolt crankshafts. Compatible with both hydraulic and mechanical clutch release systems. Made in the USA with precision CNC machining for reliable performance across street, strip, and road course duty.

What's Included

• Lightened billet steel flywheel (24 lbs)
• 168-tooth ring gear (installed)
• Dual clutch bolt pattern (11" EQ pins and 12-5/8")

Key Features

• Lightened billet steel construction - 24 lbs for quicker throttle response while retaining rotational inertia for solid launches
• Dual clutch pattern compatibility - accepts both LS pressure plate and 12-5/8" pressure plates for maximum clutch flexibility
• LS9-specific 9-bolt crankshaft flange mounting - direct fit for GM's supercharged 6.2L engines
• Zero balance design - precision balanced for smooth, vibration-free operation
• 168-tooth integrated ring gear - reliable starter engagement
• Single-disc configuration - compatible with 11" clutch disc diameter
• 11mm x 1.5mm flywheel bolt pattern - uses standard LS9 hardware
• Made in the USA

Description

GM's supercharged LS9 features a unique 9-bolt crankshaft flange that demands a purpose-built flywheel. This lightened billet steel flywheel delivers the strength required for high-torque supercharged applications while shedding unnecessary mass for improved throttle response. At 24 pounds, it strikes the right balance between quick engine acceleration and the rotational inertia needed for consistent power delivery off the line.

Billet steel construction provides superior strength over cast alternatives, handling the increased forces generated by forced-induction engines without the stress points and potential cracking found in lesser materials. The precision-machined clutch surface ensures flat, true contact with your pressure plate for consistent engagement and extended clutch life.

The dual clutch pattern accommodates both 11" and 12-5/8" pressure plate configurations, giving you flexibility for your current clutch setup and future upgrades. Whether you're running an OE-style 11" pressure plate with equidistant pins or stepping up to a larger 12-5/8" unit, this flywheel has you covered. The zero balance design matches the LS9's internally balanced rotating assembly for smooth operation throughout the RPM range.

Direct fit for 2009-2013 Corvette ZR1 applications and LS9 crate engine builds. The integrated 168-tooth ring gear ensures reliable starter engagement. Proudly made in the USA with lifetime technical support from MDL.

What's Included

• Lightened billet steel flywheel - 24 lbs, zero balance
• 168-tooth integrated ring gear
• Precision-machined clutch surface for 11" disc
• 9-bolt crankshaft mounting pattern (11mm x 1.5mm)
• Dual pressure plate bolt pattern (11" EQ pins and 12-5/8" EQ)
• Lifetime technical support

Key Features

• M11 x 1.5 thread pitch — OEM specification for all GM LS crankshaft applications
• Hex head design for positive wrench engagement during installation and removal
• Complete set of 6 bolts for full flywheel mounting
• Direct fit for LS1, LS2, LS3, LS6, LS7, and L92 series engines
• Follow GM three-stage torque procedure: 15 ft-lbs > 37 ft-lbs > 74 ft-lbs for proper bolt loading

Description

The flywheel-to-crankshaft connection is one of the most critical fastener applications in your drivetrain. LS engines — with their cross-plane crankshaft design — generate significant vibrations and torque pulses that place heavy demands on flywheel hardware. Using the correct fasteners with proper torque specs prevents bolts from backing out, which can destroy the clutch assembly, rod bearings, and transmission bearings.

This hex head flywheel bolt kit is built to M11 x 1.5 specification for direct compatibility with GM Gen III and Gen IV LS crankshafts. The hex head design provides reliable wrench engagement, reducing the risk of rounded fasteners during high-torque installation. These bolts deliver the clamping force your LS engine demands whether you're completing an LS swap, a rebuild, or replacing worn factory hardware.

Compatible with LS1, LS2, LS3, LS6, LS7, and L92 series engines. Always use new flywheel bolts when installing a flywheel — reusing stretched or fatigued hardware on this critical connection invites failure. Follow GM's recommended three-stage torque sequence: first pass at 15 ft-lbs, second pass at 37 ft-lbs, and final torque at 74 ft-lbs in a star pattern for even clamping.

What's Included

• 6 hex head flywheel bolts (M11 x 1.5 thread pitch)
• Manufacturer's warranty against defects

GM LS Flywheel Bolt Kit | LS1, LS2, LS3, LS6, LS7, L92 Engines | Set of 8

Key Features

• Complete 8-bolt set for GM LS-series and L92 engines
• M11 x 1.5 thread pitch - OEM specification for LS crankshafts
• Hex head design for standard socket tools
• Direct replacement for worn, damaged, or missing factory hardware
• Engineered for proper clamping force and vibration resistance

Description

Loose or worn flywheel bolts are a ticking time bomb in any LS build. When flywheel hardware backs out, the resulting damage cascades through the drivetrain - destroying clutch assemblies, damaging rod bearings, and taking out transmission bearings. This flywheel bolt kit delivers the OEM-spec hardware your LS engine demands for secure flywheel mounting.

Each bolt features an M11 x 1.5 thread pitch matched to GM LS crankshaft specifications. The hex head design works with standard sockets for straightforward installation - no specialty tools required. LS engines are notorious for the significant vibration generated by their cross-plane crankshafts, and with displacements reaching 7.0 liters in some variants, proper flywheel mounting hardware is critical to drivetrain longevity.

Compatible with LS1, LS2, LS3, LS6, LS7, and L92 Series engines. Follow the GM-recommended three-pass torque sequence: 15 lb-ft on the first pass, 37 lb-ft on the second pass, and 74 lb-ft final torque. This staged approach ensures even compression across the flywheel face. GM recommends applying blue thread locker to each bolt when using this torque pattern to prevent loosening under the extreme rotational forces these bolts endure.

Kit Includes

• (8) Flywheel bolts with hex heads
• M11 x 1.5 thread pitch specification
• Manufacturer's warranty against defects

Flywheel Bolt Kit | GM LS9 9-Bolt Crankshaft | Set of 9

Key Features

• Complete nine-bolt set specifically designed for LS9 crankshaft flange pattern
• M11-1.5 x 23.5mm thread specification matching OEM dimensions
• Torque sequence: 15 lb-ft > 37 lb-ft > 74 lb-ft (three-pass)
• Eliminates sourcing hassle for the LS9's unique 9-bolt configuration
• Backed by manufacturer's warranty against defects

Description

The LS9's supercharged 6.2L V8 didn't just get more horsepower than its LS siblings--it got a completely different flywheel bolt pattern. While standard LS engines use a 6-bolt crankshaft flange and newer LSA/LT variants moved to 8 bolts, the LS9 stands alone with its 9-bolt configuration. This kit delivers all nine bolts you need to properly secure your flywheel to that unique crankshaft flange.

Each bolt features M11-1.5 threading with 23.5mm length, matching GM's factory specifications exactly. Proper installation requires a three-pass torque sequence: first tighten all bolts to 15 lb-ft, then 37 lb-ft, and finally 74 lb-ft in a crisscross pattern. This graduated approach ensures even clamping force distribution across the flywheel face, preventing the distortion and bolt loosening that plague improperly torqued assemblies. Incorrect flywheel bolt torque on high-output LS engines can cause bolts to back out, destroying the clutch assembly and eventually damaging rod bearings and transmission components.

Whether you're building a Corvette ZR1 restoration, dropping an LS9 crate engine into a swap project, or refreshing an existing clutch setup, this complete nine-piece kit ensures you have the correct hardware on hand. No more hunting for individual bolts or questioning whether you have the right count for that distinctive 9-bolt pattern.

What's Included

• Nine M11-1.5 x 23.5mm flywheel bolts
• Manufacturer's warranty against defects

Key Features

• 8740 chromoly steel construction - aerospace-grade alloy forged for maximum strength
• Pro Series 200,000 psi tensile strength rating - far superior to OEM hardware
• 12-point head design with 1/2-inch socket compatibility - superior grip and reduced rounding risk
• 0.880-inch under-head length (UHL) - optimized for LS Series crankshaft specifications
• M11 x 1.50 thread pitch - direct OEM fitment for all LS applications
• Black oxide finish - corrosion resistance with clean appearance
• Heat-treated before thread rolling - increased fatigue resistance and dimensional accuracy
• Larger-than-stock shank diameter - improved flywheel register and clamping force
• Complete 6-bolt set - everything needed for one LS engine

Description

Factory flywheel bolts are a weak link in high-performance LS builds. OEM hardware simply is not engineered to handle the stress of aggressive clutch dumps, high-RPM shifts, or sustained track use. ARP's Pro Series Flywheel Bolt Kit delivers the strength upgrade serious LS builders demand, replacing marginal factory fasteners with aerospace-grade hardware rated at 200,000 psi tensile strength.

Each bolt is forged from 8740 chromoly steel - a nickel-chromium-molybdenum alloy prized for its exceptional balance of tensile strength, toughness, and fatigue resistance. ARP heat-treats the material before thread rolling and machining, a critical sequence that maximizes thread integrity and dimensional accuracy. The exclusive flat 12-point head design accepts a standard 1/2-inch socket and provides superior engagement compared to hex heads, reducing the risk of rounding under high torque loads.

The larger-than-stock shank diameter does more than just add strength - it improves flywheel register by filling more of the mounting hole, reducing the chance of flywheel movement under load. The 0.880-inch under-head length is engineered specifically for LS Series crankshafts, ensuring proper thread engagement without bottoming out. Black oxide finish provides corrosion protection while maintaining the professional appearance serious builders expect.

Compatible with LS1, LS2, LS3, LS6, LS7, and L92 series engines. Complete 6-bolt set includes everything needed to secure your flywheel with confidence.

Kit Includes

• Six (6) 8740 chromoly flywheel bolts with black oxide finish
• Manufacturer's warranty against defects
• MDL lifetime technical support

Key Features

• Steel-backed organic facings deliver smooth engagement with enhanced burst strength for street performance
• Diaphragm pressure plate with LS bolt pattern for hydraulic actuation
• 26-spline x 1-1/8" sprung hub matches T56 Magnum and Magnum-F input shaft specifications
• 350 ft-lb torque rating sized for performance street applications
• Hand-assembled in-house with double-checked accuracy for ready-to-install quality
• 1-year free-from-defect warranty
• Made in the USA by MDL

Description

Finding the right clutch for a GM LS to T56 swap shouldn't mean compromising on quality or pedal feel. This Superior Series clutch set delivers exactly what a street performance build demands: reliable holding power, smooth engagement, and the correct spline count to mate your LS engine to a T56 Magnum or Magnum-F transmission without adapter headaches.

The steel-backed organic design strikes the ideal balance between daily drivability and durability. Steel backing increases clamping force and provides superior burst strength compared to standard organic discs, while the organic friction material ensures civilized takeoffs and excellent pedal modulation. The diaphragm pressure plate features the correct LS bolt pattern and is configured for hydraulic release systems, eliminating the fitment problems common with mechanical linkage conversions.

Every MDL Superior clutch is hand-assembled in-house to ensure quality and flawless operation. Each unit is checked and double-checked for proper balance, precise tolerances, and reliable function before it ships. This process guarantees a ready-to-install component right out of the box. Note that a throwout bearing is not included with this kit and must be purchased separately based on your specific bellhousing and slave cylinder configuration.

Compatible with GM LS engines paired to T56 Magnum and Magnum-F transmissions using the 26-spline input shaft. Made in the USA and backed by MDL's 1-year free-from-defect warranty and lifetime technical support.

What's Included

• Diaphragm pressure plate with LS bolt pattern
• 11" clutch disc with steel-backed organic facings and 26-spline x 1-1/8" sprung hub
• Pilot bearing
• Clutch alignment tool
• Pressure plate bolts (3/8")
• Installation and break-in instructions
• Lifetime technical support from MDL

Key Features

• Dual-friction disc: Kevlar facing on flywheel side, steel-backed organic facing on pressure plate side
• 26-spline x 1-1/8" hub for GM LS engines mated to T56 or T56 Magnum transmissions
• Diaphragm-style pressure plate designed for hydraulic actuation
• Sprung hub disc for smooth engagement and reduced drivetrain shock
• Hand-built Superior clutch disc manufactured in-house with double-checked tolerances
• 500 lb-ft torque capacity—Performance Street Plus rated
• Made in the USA with 1-year defect-free warranty and lifetime tech support

Description

Extracting maximum performance from a high-torque LS engine requires a clutch that bridges the gap between aggressive track bite and civilized street manners. This dual-friction Superior clutch disc solves that challenge by pairing Kevlar on the flywheel side with a steel-backed organic facing on the pressure plate side. The result is a clutch that hooks hard under load yet remains smooth and predictable in stop-and-go traffic.

Why the hybrid configuration? Kevlar's coefficient of friction actually increases with temperature—meaning torque capacity goes up, not down, under hard use. It also resists burning and delivers exceptional longevity. Meanwhile, the steel-backed organic side provides the smooth modulation and forgiving engagement drivers expect on the street. This combination delivers more grip than a pure organic disc while maintaining better driveability than an all-Kevlar setup—the sweet spot for street performance and weekend track duty.

Every Superior clutch disc is hand-built in MDL's Caldwell, Idaho facility. Each disc goes through rigorous quality control—checked and double-checked for tolerances—before it ships. The 11" diaphragm pressure plate provides high clamping force without excessive pedal effort, and the sprung hub dampens engagement shock for chatter-free operation. Rated at 500 lb-ft, this kit is sized right for naturally aspirated and moderately boosted LS builds.

Fits GM LS engines paired with T56 or T56 Magnum transmissions using a 26-spline, 1-1/8" input shaft. Designed exclusively for hydraulic clutch actuation systems. Note: No throwout bearing or pilot bearing included—order separately based on your bellhousing and crankshaft configuration. Made in the USA with MDL's 1-year defect-free warranty and lifetime technical support.

What's Included

• 11" diaphragm pressure plate (LS bolt pattern)
• Superior clutch disc with Kevlar/steel-backed organic dual-friction facings
• Sprung hub design (26-spline x 1-1/8")
• 3/8" pressure plate bolts
• Clutch alignment tool
• Lifetime technical support

Note: No throwout bearing or pilot bearing included with this kit.

Superior 11" Kevlar Clutch Set | GM LS | 26-Spline T56/TKX

Key Features

• 550 lb-ft torque capacity for high-performance LS builds
• Kevlar/Kevlar friction surfaces deliver smooth engagement with superior heat tolerance
• 26-spline x 1-1/8" hub fits T56, Magnum, TR-6060, TKO and TKX transmissions
• Sprung hub design dampens drivetrain shock for improved drivability
• Diaphragm pressure plate with 12-5/8" equal bolt pattern
• Hand-assembled in-house with rigorous quality inspection before shipping
• Engineered for performance street driving and open track applications
• Made in the USA

Description

High-performance LS builds demand clutch systems that can handle serious power while maintaining streetability. The MDL Superior 11" Kevlar clutch set delivers exactly that balance—rated at 550 lb-ft of torque capacity with dual Kevlar friction surfaces that actually increase grip under hard use rather than fading like organic compounds. When heat builds during aggressive driving, Kevlar's coefficient of friction rises, giving you more holding power precisely when you need it most.

Unlike organic materials that lose torque capacity at elevated temperatures and can burn when slipped excessively, Kevlar resists wear significantly better and won't sustain permanent heat damage under demanding conditions. The sprung hub design absorbs drivetrain shock loads, delivering smooth engagement without the chatter common to solid-hub racing clutches. This combination makes the Superior series ideal for vehicles that split time between spirited street driving and open track days.

The diaphragm-style pressure plate provides progressive pedal feel with clamping force that actually increases over the life of the clutch—delivering lower pedal effort than Long-style pressure plates while maintaining consistent performance. The 12-5/8" equal bolt pattern matches standard GM LS flywheel configurations, and the 26-spline x 1-1/8" hub provides direct compatibility with T56 and T5 transmissions.

Every Superior clutch set is hand-assembled in MDL's facility, where each assembly undergoes rigorous inspection to ensure exacting tolerances and flawless operation before it ships. You receive a ready-to-install, precision-balanced clutch set backed by a 1-year free-from-defect warranty.

What's Included

• Diaphragm pressure plate with 12-5/8" equal bolt pattern
• 11" Kevlar/Kevlar clutch disc with 26-spline x 1-1/8" sprung hub
• Pilot bearing
• Clutch alignment tool
• Pressure plate bolt set
• Installation and break-in instructions
• 1-year free-from-defect warranty

Key Features

• 800hp torque capacity for serious street builds
• Twin organic friction discs (9.687" diameter) for smooth engagement
• 26-spline x 1-1/8" input shaft compatibility
• Universal fitment: GM V8 ('55-'85), BOP ('59-'79), Ford 11"/11.5"/12" Long patterns
• Sprung hub design absorbs driveline shock while maintaining engagement control
• Large red adapter ring (6911/6921 series) fits 168T GM, Ford 164T/176T/180T/184T, BOP 160T/166T flywheels
• Soft pedal effort with excellent release characteristics
• Diaphragm-style pressure plate for consistent clamp load

Description

The McLeod RST twin disc clutch delivers 800hp holding power in a street-friendly package--no harsh engagement, no leg-day pedal effort, no excuses. It's engineered for the enthusiast running serious power who still wants to daily-drive their build without fighting the clutch in traffic.

The twin organic friction discs provide the clamping force of a multi-disc setup while maintaining the smooth, progressive engagement characteristics you expect from a streetable clutch. Sprung hubs absorb driveline shock during aggressive launches, protecting the transmission input shaft while delivering precise pedal modulation. The diaphragm pressure plate maintains consistent clamp load across the RPM range with a lighter pedal feel than Borg & Beck designs.

McLeod's patented adapter ring system is the key to the RST's universal fitment. The large red adapter ring included with this kit bolts directly to large-diameter flywheels--Chevy 168-tooth, Ford 164T/176T/180T/184T, and BOP 160T/166T--eliminating the need for a dedicated flywheel. This covers GM V8 applications from '55-'85, Buick/Olds/Pontiac from '59-'79, and Ford 11"/11.5"/12" Long bolt patterns.

This clutch kit is designed for high-horsepower street use and is not intended for competition. For drag racing or sustained track use, step up to the RXT or RXT 1200 series. Pilot bushing and throwout bearing sold separately. Professional installation with proper flywheel resurfacing recommended. Backed by McLeod's 90-day limited warranty.

What's Included

• Diaphragm pressure plate assembly
• Two organic friction discs (9.687" diameter, 26-spline x 1-1/8", sprung hub)
• Floater plate
• Large red adapter ring for large-diameter flywheels
• Pilot alignment tool, (Pilot bushing sold separately)
• Installation instructions
• Lifetime technical support from MDL

Key Features

• 1,000 HP torque capacity - handles extreme horsepower while remaining street-driveable
• Two ceramic friction discs (9.687" diameter) with slightly aggressive engagement and soft pedal effort
• Solid hub design for maximum durability under high-torque loads
• Floater plate architecture for dual-disc holding power with excellent release characteristics
• 26-spline, 1-1/8" input shaft compatibility for T56, TKX, and similar transmissions
• McLeod patent-pending large diameter adapter ring - fits existing large-diameter flywheels without dedicated flywheel purchase
• Diaphragm-style pressure plate for lighter-than-stock pedal feel
• Compatible with multiple flywheel bolt patterns: 11" Long, 11-5/8" EQ, 11-5/12" Long, 12-3/8" EQ

Description

Street-legal performance cars are making more power than ever, and if you're rowing your own gears past the 500 HP mark, you need a clutch that can handle the abuse without sacrificing daily driveability. The McLeod RXT Twin Disc Clutch Kit solves the classic high-horsepower dilemma - massive holding power without the harsh engagement and heavy pedal effort that make twin-disc setups miserable in traffic.

Rated at 1,000 HP, the RXT uses two ceramic-faced 9.687" friction discs mounted to a solid hub, distributing clamping loads across four friction surfaces for superior heat dissipation and consistent engagement under hard launches. The ceramic facings provide slightly aggressive engagement - enough bite to transfer serious torque without the on/off grabbiness that plagues race-only clutches. The diaphragm-style pressure plate delivers lighter-than-stock pedal effort, making this a genuinely streetable setup for stop-and-go driving.

This economical kit uses McLeod's patent-pending large diameter adapter ring system, allowing you to retain your existing large-diameter flywheel rather than purchasing a dedicated unit. The large red adapter ring fits common big-flywheel applications including Chevy 168T, Ford 164T/176T/180T/184T, Chrysler 143T/172T, and Buick/Olds/Pontiac 160T/166T configurations. The 26-spline, 1-1/8" input shaft configuration matches T56, TKX, and other performance transmissions.

Compatible with 1955-85 Chevy V8 engines equipped with large diameter flywheels. Note: McLeod street performance clutches require a 500-750 mile break-in period of stop-and-go city driving (1,200-1,500 clutch cycles) before wide-open-throttle use or dyno tuning. This kit does not include a pilot bearing or throwout bearing. Made in the USA.

What's Included

• Diaphragm-style pressure plate
• Two ceramic friction discs (9.687" diameter, 26-spline, 1-1/8" hub)
• Solid hub assembly
• Steel floater plate
• McLeod patent-pending large diameter adapter ring
• Clutch alignment pilot tool
• Installation instructions with break-in procedure

Note: Pilot bearing and throwout bearing not included - inspect and replace as needed during installation.

Key Features

• 1,200 horsepower capacity for extreme street/strip builds
• Twin ceramic friction discs with slightly aggressive engagement and soft pedal effort
• Patent-pending large red adapter ring fits large-diameter flywheels including Chevy 168T
• 26-spline x 1-1/8" input shaft compatibility for aftermarket transmissions
• Diaphragm-style pressure plate for consistent clamping force
• Blanchard-ground floater plate with multiple straps reduces noise for streetability
• Economically priced kit without flywheel - uses your existing flat-style flywheel
• Made in the USA

Description

When you have pushed past 1,000 horsepower and still need to drive to the track, run hard, and drive home, the McLeod RXT 1200 delivers the holding power without the leg cramps. This twin-disc clutch handles up to 1,200 crank horsepower while maintaining a comfortable pedal feel that will not leave you massaging a charlie horse after a trip through downtown at rush hour.

The RXT 1200 features ceramic-lined clutch discs that provide slightly aggressive engagement with soft pedal effort. The higher clamp load compared to the standard RXT gives you the grip needed for serious power while the twin-disc design keeps rotating mass low for quick revs. The Blanchard-ground floater plate with multiple straps minimizes driveline noise - you may hear some feedback tones between 1200-1900 RPM, which is normal for twin-disc applications.

McLeod's patent-pending large red adapter ring system eliminates the need for a dedicated flywheel. The ring mounts to your existing large-diameter flat-style flywheel (Chevy 168T and similar) and provides the proper mounting surface for the twin-disc assembly. This adapter ring approach reduces cost while maintaining strength. Note: This kit requires a flat-style flywheel with a crank relief of 6.250" or less for proper fitment - it will not work with recessed or stepped flywheels.

Compatible with 1955-1985 Chevy V8 applications using transmissions with a 26-spline x 1-1/8" input shaft. Break-in requires 500-750 miles of stop-and-go city driving to properly seat the discs - actuate the clutch 1,200-1,500 times before any wide-open throttle driving. Pilot and throwout bearings sold separately. Backed by lifetime technical support from Modern Driveline.

What's Included

• Diaphragm pressure plate
• Two ceramic friction discs
• Blanchard-ground floater plate
• McLeod patent-pending large red adapter ring
• Pilot alignment tool
• Installation instructions
• Lifetime technical support

Note: Pilot bearing and throwout bearing not included. Flywheel not included - kit uses existing flat-style flywheel with adapter ring.

Key Features

• 850 lb-ft torque capacity with sprung-hub organic discs for smooth street engagement
• 246mm (9.7-inch) twin-disc design doubles clutch surface area versus single-disc units
• Precision-machined aluminum clutch cover shares technology with Tilton's OT-Series racing clutches
• Billet chromoly steel flywheel with integrated 153-tooth ring gear and 6-bolt crankshaft mounting
• Internally balanced for early Chevy small block and big block V8 engines
• High-mass pressure plate and floater plate machined from proprietary racing materials for superior heat capacity
• Heavy-duty straps attach plates to cover for noise reduction and clean clutch release
• 26-spline, 1-1/8-inch input shaft compatibility for TREMEC T56 Magnum and TKO transmissions
• Works with OEM release bearings—no hydraulic release bearing required
• Complete kit includes clutch bolts, flywheel bolts, and alignment tool

Description

When your small block or big block Chevy build demands serious torque capacity without sacrificing street manners, the Tilton ST-246 twin-disc clutch delivers. Rated at 850 lb-ft with its sprung-hub organic discs, this assembly provides the holding power of a race clutch with engagement smooth enough for daily driving. The sprung center hub dampens engine vibrations and reduces gearbox noise—critical for street applications where you want performance without the harshness of a solid-hub setup.

Unlike many performance clutches that bolt a floater plate onto an OEM-type stamped steel pressure plate, the ST-246 was engineered from the ground up as a true twin-disc clutch. The precision-machined aluminum clutch cover shares technology directly from Tilton's championship-winning OT-Series racing clutches, delivering superior strength, stiffness, and dynamic balance compared to stamped steel alternatives. The high-mass main pressure plate and floater plate—machined from the same proprietary materials used in Tilton's racing clutches—provide exceptional heat capacity and resist warpage under hard use. The floater plate runs twice the thickness of most competing twin-disc designs, which eliminates gear clatter and dramatically improves heat dissipation.

The billet chromoly steel flywheel features a precision register that locates the clutch for optimal balance of the entire assembly—a significant improvement over the loose-fitting bolts and dowels typical of stamped steel clutch setups. The integrated 153-tooth chromoly ring gear matches early Chevy starters and eliminates the failure point of separate ring gear assemblies. Internal balance configuration suits traditional small block and big block Chevy engines.

This kit fits TREMEC T56 Magnum and TKO transmissions with 26-spline, 1-1/8-inch input shafts. Compatible with OEM release bearings for straightforward installation. Since 1972, Tilton Engineering has supplied small-diameter racing clutches to championships in F1, NASCAR, IMSA, IndyCar, SCCA, Formula Drift, and SCORE—the ST-246 brings that same engineering to high-performance street applications.

Kit Includes

• Billet chromoly steel flywheel with integrated 153-tooth ring gear (internally balanced)
• Precision-machined aluminum pressure plate cover
• High-mass main pressure plate
• Strapped steel floater plate
• Two organic clutch discs with sprung center hubs (26-spline, 1-1/8-inch)
• Clutch mounting bolts
• Flywheel mounting bolts
• Clutch alignment tool

Note: Does not include pilot bushing or throwout bearing. Works with OEM release bearings.

Key Features

• 850 lb-ft torque capacity with sprung-hub organic discs for smooth street engagement
• 246mm (9.7-inch) twin-disc design reduces rotating mass and increases heat capacity over single-disc clutches
• Precision-machined aluminum clutch cover derived from Tilton's OT-Series racing clutch technology
• Double-thickness floater plate eliminates gear chatter and provides superior heat dissipation
• Billet chromoly flywheel with 153-tooth ring gear and precision clutch register for optimal balance [VERIFY: custom field shows 157-tooth]
• 26-spline, 1-1/8-inch input compatible with TREMEC T-56 Magnum and TKO transmissions
• Heavy-duty straps attach pressure plate and floater to minimize noise and ensure clean release
• Compatible with most OEM release bearings (C6 Corvette applications require Tilton 6000-Series HRB)
• Made in the USA by Tilton Engineering

Description

High-horsepower LS builds demand a clutch that won't slip, chatter, or fail under load. The Tilton ST-246 twin-disc clutch and flywheel assembly delivers 850 lb-ft of holding power while maintaining the smooth engagement characteristics you need for daily street duty. Unlike the stamped steel "performance" clutches flooding the market, the ST-246 was engineered from the ground up as a true twin-disc clutch—not an OEM pressure plate with a floater bolted on as an afterthought.

The precision-machined aluminum clutch cover shares technology directly from Tilton's championship-winning OT-Series racing clutches used in F1, NASCAR, IMSA, IndyCar, and Formula Drift. This design delivers superior strength, stiffness, and dynamic balance compared to stamped steel alternatives. The high-mass main pressure plate and floater plate are machined from proprietary materials used in Tilton's racing clutches, providing exceptional heat capacity and warpage resistance. The floater plate is twice the thickness of most competitor twin-disc clutches—this extra mass allows for the sprung hub design while eliminating gear chatter and improving heat dissipation during hard use.

The sprung-hub organic discs dampen engine vibrations and reduce transmission noise, delivering engagement characteristics you can live with in traffic. The included billet chromoly flywheel features a precision register that locates the clutch for optimal balance—a significant improvement over the loose-fitting bolts and dowels found on stamped steel clutch assemblies. Internal balance matches LS1, LS2, LS3, LS6, and LS7 engines with 6-bolt crankshaft flanges.

This kit works with most OEM hydraulic release bearings. C6 Corvette and Gen5 Camaro applications require a Tilton 6000-Series hydraulic release bearing (sold separately for this kit). Pilot bearing and throwout bearing are not included. Designed for TREMEC T-56 Magnum and TKO transmissions with 26-spline, 1-1/8-inch input shafts.

What's Included

• Billet chromoly steel flywheel with 153-tooth ring gear, internally balanced [VERIFY: custom field shows 157-tooth]
• Precision-machined aluminum clutch cover with OT-Series racing technology
• High-mass main pressure plate with heavy-duty attachment straps
• Double-thickness steel floater plate with heavy-duty attachment straps
• Two 246mm organic clutch discs with sprung hubs (26-spline, 1-1/8-inch)
• Flywheel mounting bolts
• Clutch cover mounting bolts
• Clutch alignment tool
• Installation instructions

Tilton ST-246 Twin-Disc Clutch Kit | GM LSA/LSX 8-Bolt | 850 lb-ft Organic

Key Features

• 850 lb-ft torque capacity with sprung-hub organic discs for smooth street engagement
• Precision-machined aluminum pressure plate cover - superior strength and balance vs. stamped steel OEM-style units
• Double-thick floater plate eliminates gear chatter and provides superior heat dissipation
• Billet chromoly flywheel with 153-tooth ring gear and precision register for optimal balance [VERIFY: Product data lists both 153-tooth and 168-tooth ring gear - confirm correct spec]
• Heavy-duty straps connect pressure plate and floater to minimize noise and ensure clean release
• 26-spline disc hub (26 x 1-1/8") - compatible with TREMEC T-56, TKO, and similar transmissions
• Internally balanced (zero-balance) flywheel for GM LSA/LSX 8-bolt crank flange
• Tilton HR throwout bearing included [VERIFY: Main description says included, custom field says not included - confirm kit contents]
• Engineered from 50+ years of Tilton racing clutch technology

Description

When your LSA or LSX build pushes beyond what factory clutches can handle, the Tilton ST-246 delivers race-proven holding power with street-friendly manners. Rated at 850 lb-ft of torque, this twin-disc assembly was engineered from the ground up as a true performance clutch - not an afterthought OEM stamped-steel cover with a floater plate tacked on. The precision-machined aluminum pressure plate cover shares technology directly from Tilton's championship-winning OT-Series racing clutches, providing superior strength, stiffness, and dynamic balance compared to the stamped steel alternatives.

The ST-246's secret weapon is its floater plate design - machined at twice the thickness of competing twin-disc clutches. This extra mass serves three critical functions: it allows the use of sprung-hub discs for smooth engagement, eliminates the gear chatter common in twin-disc setups, and provides significantly greater thermal capacity to resist warpage under hard use. Heavy-duty straps connect the pressure plate and floater to the cover, minimizing noise and delivering a clean, predictable release.

The organic friction discs feature sprung center hubs that dampen engine vibrations and reduce gearbox noise - essential for a streetable driving experience. The billet chromoly flywheel includes an integrated ring gear and a precision register bore that locates the clutch assembly perfectly, eliminating the loose-fitting bolts and dowel pins that create imbalance in lesser setups. This kit is designed specifically for GM LSA and LSX engines with 8-bolt crankshaft flanges and mates to 26-spline input shaft transmissions including TREMEC T-56 and TKO variants.

Since 1972, Tilton Engineering has supplied championship-winning clutches to the highest levels of motorsport - F1, NASCAR, IMSA, IndyCar, SCCA, Formula Drift, and SCORE. The ST-246 brings that proven expertise to the high-performance street market at a competitive price point.

What's Included

• Precision-machined aluminum clutch cover assembly with heavy-duty straps
• High-mass pressure plate machined from proprietary racing clutch materials
• Double-thick steel floater plate
• Two organic friction discs with sprung center hubs (26 x 1-1/8" spline)
• Billet chromoly steel flywheel with integrated ring gear (internally balanced for 8-bolt LSA/LSX)
• Clutch alignment tool
• Flywheel bolts
• Clutch cover bolts
• Tilton HR throwout bearing [VERIFY: Confirm if throwout bearing is included or not]
• Installation instructions

Note: Pilot bearing not included.

Key Features

• Solid-hub cerametallic discs rated for 1250 lb-ft of torque - delivers race-proven strength for street/strip use
• Precision-machined aluminum clutch cover - higher strength, stiffness, and better dynamic balance than OE-type stamped steel covers
• Floater plate twice the thickness of most twin-disc clutches - enables solid-hub design, eliminates gear clatter, and provides superior heat dissipation
• Billet chromoly flywheel with integrated 168-tooth ring gear - reduces rotating mass while delivering long-term durability
• High-mass pressure plates machined from proprietary racing materials - provides exceptional heat capacity and resists warpage
• 246mm (9.7") disc diameter with 26-spline x 1-1/8" input - direct fit for TREMEC T56 and TKO transmissions
• Heavy-duty straps attach plates to cover - minimize noise and provide clean clutch release
• Compatible with most OEM release bearings

Description

High-output LS engines demand more than stamped steel clutches can deliver. The Tilton ST-246 solves the torque capacity problem without sacrificing streetability. Unlike many performance clutches on the market, ST-246 clutches were designed from the ground up as a true performance twin-disc clutch - not an OEM-type stamped steel pressure plate with a floater added. This complete assembly delivers racing technology in a package engineered specifically for street/strip use.

The aluminum clutch cover shares technology from Tilton's championship-winning line of OT-Series racing clutches, providing superior strength and balance compared to stamped steel alternatives. The ultra-thick floater plate design enables the solid-hub cerametallic discs to handle extreme torque loads while eliminating the gear rattle common with thinner designs. Proprietary pressure plate materials deliver exceptional heat dissipation - critical for repeated hard launches and track use.

The billet chromoly flywheel features a precision register system that ensures optimal clutch positioning and balance, eliminating the loose-fitting bolt patterns that plague lesser designs. The integrated 168-tooth ring gear reduces weight compared to separate press-fit rings while maintaining the strength needed for high-RPM operation. Since 1972, Tilton Engineering has been the leading supplier of small-diameter racing clutches, with championships in F1, NASCAR, IMSA, IndyCar, SCCA, Formula Drift, and SCORE.

Designed for Chevy LS1, LS2, LS3, LS6, and LS7 engines with 6-bolt crank flanges. The 26-spline x 1-1/8" hub pattern provides direct compatibility with TREMEC T56 and TKO transmissions. Can be used with most OEM release bearings. Pilot bearing and throwout bearing not included.

What's Included

• Precision-machined aluminum clutch cover assembly
• High-mass pressure plate with proprietary racing material construction
• Ultra-thick floater plate with heavy-duty mounting straps
• Two 246mm solid-hub cerametallic friction discs
• Billet chromoly flywheel with integrated 168-tooth ring gear
• Flywheel mounting bolts
• Clutch mounting hardware
• Alignment tool
• Installation instructions

Key Features

• 1,250 lb-ft torque capacity with solid-hub cerametallic discs - built for serious street/strip power
• 246mm (9.7") disc diameter provides superior heat dissipation and clamping force
• Precision-machined aluminum clutch cover - higher strength and stiffness than stamped steel OEM designs
• Billet chromoly steel flywheel with integrated 168-tooth ring gear and precision clutch register
• Floater plate twice the thickness of most competitors - eliminates gear chatter and dramatically improves heat capacity
• Heavy-duty straps connect pressure plate and floater to cover - minimizes noise, provides clean release
• 26-spline x 1-1/8" input shaft compatibility - direct fit for TREMEC T56, TKO, TKX, and Magnum transmissions
• 8-bolt crank flange pattern for LSA, LSX, LT1, and LT4 engines
• Complete assembly weight: 46.4 lbs

Description

When you're pushing serious power through an LSX or LT4 engine, clutch failure isn't an option. The Tilton ST-246 was engineered from the ground up as a true performance twin-disc clutch - not an OEM-type stamped steel pressure plate with a floater tacked on as an afterthought. This is race-derived technology built for the street, drawing on Tilton's nearly 50 years of championship-winning experience in F1, NASCAR, IMSA, IndyCar, and Formula Drift.

The engineering details set the ST-246 apart. The precision-machined aluminum clutch cover shares technology with Tilton's OT-Series racing clutches, delivering higher strength, better stiffness, and superior dynamic balance compared to stamped steel competitors. The high-mass pressure plate and floater plate are machined from the same proprietary materials used in Tilton's racing clutches, providing exceptional heat capacity and warp resistance. That floater plate runs twice the thickness of typical twin-disc setups - this eliminates gear chatter and provides dramatically better heat dissipation under hard use.

This specific kit features solid-hub cerametallic discs rated for 1,250 lb-ft of torque, delivering the positive, precise engagement characteristics needed for street/strip applications. The billet chromoly steel flywheel includes an integrated 168-tooth ring gear and precision register system that provides optimal clutch-to-flywheel balance - no loose-fitting bolts or dowels like stamped steel units. Heavy-duty straps connect the plates to the cover, minimizing noise while ensuring fast, clean releases between shifts.

Designed for Chevy LSA, LSX, LT1, and LT4 engines with 8-bolt crank flange patterns. Compatible with TREMEC T56, TKO, TKX, and Magnum transmissions via the 26-spline x 1-1/8" input shaft. This assembly does not include a pilot bearing or throwout bearing - it can be used with most OEM release bearings, or pair it with a Tilton 6000-Series hydraulic release bearing for optimal performance.

Kit Includes

• Billet chromoly steel flywheel with integrated 168-tooth ring gear (internally balanced)
• Precision-machined aluminum clutch cover
• High-mass pressure plate (proprietary racing materials)
• Heavy-duty floater plate (2x thickness vs. competitors)
• Two cerametallic clutch discs with solid-hub centers (26-spline x 1-1/8")
• Heavy-duty connecting straps
• Clutch mounting bolts
• Flywheel mounting bolts
• Spline grease
• Alignment tool
• Lifetime technical support from MDL

Note: Pilot bearing and throwout bearing not included.

Key Features

• Premium Oilite bronze construction with oil-impregnated, self-lubricating design
• 1.094" outer diameter x 0.670" inner diameter x 0.500" width for OEM-spec fitment
• Supports and centers the transmission input shaft snout to prevent misalignment
• Softer bronze material protects input shaft from damage in case of wear
• Fits Chevrolet Small Block V8, Big Block V8, LS1, LS3, and LS6 crankshaft bores
• No external lubrication required--oil seeps from pores during operation

Description

A worn or missing pilot bushing leads to input shaft misalignment, clutch drag, difficult shifting, and premature transmission wear. This Oilite bronze pilot bushing solves that problem by providing precise centering and support for your transmission's input shaft snout where it meets the crankshaft bore. When you depress the clutch, the pilot bushing allows the flywheel to continue spinning while the input shaft remains stationary--preventing metal-to-metal contact and protecting your drivetrain components.

Manufactured from premium-grade sintered bronze, this bushing is impregnated with oil lubricant that seeps to the surface during operation as temperature rises. This self-lubricating design eliminates the need for external grease and provides consistent lubrication throughout the bushing's service life. Unlike needle roller pilot bearings that can seize and destroy your input shaft when they fail, a bronze bushing's softer material sacrifices itself rather than damaging expensive transmission components.

Precision-machined to 1.094" OD x 0.670" ID x 0.500" width, this bushing delivers exact OEM fitment for Chevrolet Small Block V8, Big Block V8, and Gen III/IV LS-series engines including LS1, LS3, and LS6. The dimensions ensure proper press-fit into the crankshaft bore while maintaining correct clearance on the input shaft tip.

Pilot bushings are wear items and should be replaced with every clutch service--even if the old bushing appears fine. Pro tip: freeze the new bushing before installation to ease press-fit, and use bread packed into the bore to hydraulically remove the old bushing without the mess of grease.

Kit Includes

• One Oilite bronze pilot bushing (1.094" OD x 0.670" ID x 0.500" width)

Key Features

• Heat-treated Grade 8 steel construction with 120,000 psi tensile strength for critical clutch safety
• 3/8-16 thread pitch with 1.000-inch underhead length fits dozens of Ford and Chevy applications
• Black oxide finish resists rust and corrosion in harsh automotive environments
• Hex head design with 9/16-inch wrench diameter for standard tool compatibility
• Lock washers included for secure assembly — companion nuts sold separately
• Set of 6 bolts covers complete pressure plate installation

Description

Pressure plate bolts are often overlooked until they fail — and that failure can destroy your clutch, flywheel, and bellhousing in seconds. These pressure plate bolts eliminate that risk with precision-machined Grade 8 steel construction that delivers the strength and reliability your drivetrain demands.

Each bolt is heat-treated to Grade 8 specifications, providing 120,000 psi tensile strength — the benchmark for high-stress fastener applications. The black oxide finish provides corrosion resistance while maintaining the precise tolerances needed for proper clutch operation. The hex head design uses standard 9/16-inch tooling, and the 1.000-inch underhead length ensures proper thread engagement in Ford and Chevy bellhousing applications from the ’50s forward.

These Ultra-Seal specialty fasteners replace factory hardware that may have stretched, corroded, or been lost during rebuilds. The included lock washers prevent loosening under the extreme forces generated by clutch engagement, while the precise 3/8-16 thread pitch ensures proper fit in OEM pressure plate bolt holes.

Compatible with dozens of Ford and Chevy engine applications spanning multiple decades. Each kit includes six bolts and lock washers — everything needed for complete pressure plate installation. Companion nuts are sold separately.

What's Included

• Six (6) Grade 8 steel pressure plate bolts with black oxide finish
• Six (6) steel lock washers
• 3/8-16 thread pitch x 1.000-inch underhead length
• Hex head design with 9/16-inch wrench diameter

ARP Pressure Plate Bolt Kit | GM 265-502 V8 | 3/8-16 Chrome Moly (Set of 6)

Key Features

• Premium chrome moly construction hardened to 180,000 PSI tensile strength
• 3/8-16 thread pitch with 9/16" hex head for secure tool engagement
• Black oxide finish for corrosion resistance
• Application-specific engineering ensures optimum grip length for GM V8 applications
• Forged from aerospace alloy and heat-treated prior to thread rolling
• Larger-than-stock shank diameter for increased strength and improved flywheel register
• Set of 6 bolts for complete pressure plate installation

Description

Pressure plate bolts play a critical role in the performance and safety of any high-performance street machine or race car. Stock fasteners are engineered for economy, not durability under extreme clamping loads and high-RPM operation. When your clutch system needs to handle serious power, ARP's High-Performance Series pressure plate bolts deliver the strength and reliability that OEM hardware simply cannot match.

These bolts are manufactured from premium-grade chrome moly steel and hardened to a nominal tensile strength of 180,000 PSI--far exceeding standard factory hardware. The forging process uses aerospace alloy material that is heat-treated prior to thread rolling and machining, resulting in exceptional toughness under repeated thermal cycling and mechanical stress. ARP engineered these fasteners to be application-specific for Chevrolet 265-502 V8 engines, ensuring the optimum grip length for proper pressure plate clamping across small block and big block applications.

The exclusive hex head design with 9/16" wrench size provides superior tool engagement during installation, while the larger-than-stock shank diameter increases overall strength and improves flywheel register integrity. Black oxide finish protects against corrosion for long-term durability in demanding environments. Whether you're building a weekend warrior or a dedicated track car, these ARP fasteners eliminate the weak link in your clutch system.

Originally developed for NASCAR Cup competition, ARP fasteners are trusted by professional engine builders and racers worldwide. This kit includes everything needed for a complete pressure plate bolt replacement on GM V8 engines.

Kit Includes

• 6 - ARP chrome moly pressure plate bolts (3/8-16 thread, 9/16" hex head)
• Black oxide finish
• Manufacturer's warranty against defects

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

Key Features

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

Description

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

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

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

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

What's Included

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

Stealth Series Hydraulic Clutch Master Kit | 1981-1993 Mustang | Black Reservoir

Key Features

• Three-position master cylinder mounting for adjustable pedal ratio and feel - the only kit on the market with this tuning capability
• Mounts behind the dash on factory pedal hanger for a completely hidden installation
• Zero modifications to OEM pedal support required - retains stock clutch pedal pivot point
• Spherical mounting points eliminate binding and inconsistent clutch feel
• Sealed bulkhead assembly installs in the factory clutch cable hole to keep moisture and engine fumes out of the interior
• 2100 Series billet aluminum reservoir with black anodized finish and improved side-vent cap design to prevent water entry
• -4AN stainless steel braided lines for leak-free durability
• 1.4-inch master cylinder throw distance optimized for proper clutch disengagement
• Compatible with existing industry slave cylinders and hydraulic release bearings
• Uses DOT 3 or DOT 4 brake fluid
• Made in the USA

Description

The Stealth Series solves the compromises inherent in both cable-actuated clutches and conventional hydraulic conversions on Fox Body Mustangs. Cable systems bind, stretch, and create clearance nightmares with long-tube headers or high-clamp-load pressure plates. Most bolt-on hydraulic kits change pedal geometry, alter feel, or require cutting the firewall. This system does none of that - it mounts entirely behind the dash on your factory pedal hanger, uses the existing clutch cable hole for its sealed bulkhead, and retains the OEM pivot point for stock pedal feel.

The engineering centerpiece is the three-position master cylinder mounting system built into the custom clutch pedal arm. This is the only kit on the market that lets you tune pedal ratio to match your driving style and clutch setup - dial in quick engagement for autocross or progressive action for street cruising. Spherical mounting points ensure smooth, bind-free operation regardless of chassis flex, eliminating the inconsistent feel that plagues rigid-mount systems.

Installation uses existing OEM features with zero cutting or permanent modifications to the pedal support. The sealed bulkhead assembly threads into the factory clutch cable hole, keeping moisture and engine compartment fumes out of your interior while routing the -4AN stainless steel braided lines to your slave cylinder. The 2100 Series billet aluminum reservoir features a black anodized finish and redesigned cap with side-top vents to prevent water intrusion, with compact sizing for flexible mounting options.

This master cylinder kit works with most existing industry slave cylinders and hydraulic release bearings, making it compatible with T5, TKO, TKX, and T56 Magnum applications. The system requires a matching slave cylinder kit to complete the hydraulic clutch release system. Made in the USA and backed by lifetime technical support.

Kit Includes

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

Key Features

• Three adjustable master cylinder positions for precise pedal tuning - the ONLY kit on the market with this feature
• Maintains stock clutch pedal pivot point for familiar OEM pedal feel
• Zero modification required to factory pedal support bracket
• Spherical mounting points eliminate binding for smooth, consistent clutch action
• Sealed bulkhead assembly mounts in factory clutch cable hole to block moisture and engine fumes
• 2100 Series billet aluminum reservoir with clear anodized finish and side-vented cap
• -4AN stainless steel braided lines throughout for leak-free durability
• Compatible with most industry-standard slave cylinders and hydraulic release bearings
• Made in the USA

Description

Fox Body Mustang owners know the frustration of worn clutch cables - heavy pedal effort, inconsistent engagement, and clearance headaches around headers. The Stealth Series In-Dash Hydraulic Master System eliminates these problems while delivering the ultimate in clutch control precision. This kit transforms your mechanical linkage into a modern hydraulic system that mounts completely hidden behind the dashboard on your factory pedal hanger.

The engineering centerpiece is the adjustable pedal design with three distinct master cylinder mounting positions. This allows you to fine-tune pedal ratio and feel to match your specific clutch and driving style - something no other kit on the market offers. The spherical mounting points provide smooth, bind-free operation while the sealed bulkhead assembly uses your existing clutch cable hole to keep engine bay contaminants out of the cabin. The system maintains your stock pedal pivot point, preserving that familiar OEM pedal feel.

The kit includes the newly designed 2100 Series billet reservoir with a clear anodized finish and improved side-vented cap that prevents water intrusion while promoting flexible mounting options. Professional-grade -4AN stainless steel braided lines ensure leak-free operation and long service life. The system is engineered to work with most industry-standard slave cylinders and hydraulic release bearings, giving you flexibility in your clutch setup.

Designed specifically for 1981-1993 Ford Mustangs, this complete conversion requires zero modifications to your factory pedal support structure. Installation uses existing OEM mounting points and the factory clutch rod hole for a clean, professional result. Proudly made in the USA with lifetime technical support from trained technicians.

What's Included

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

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

• Slip-on installation over stock TREMEC GM TKO/TKX bearing retainer - no replacement required
• Billet aluminum body and piston precision-machined in-house at Tilton
• Stainless steel threaded sleeve offers nearly 1.25 in. of height adjustability (1.77 in. to 3.00 in.)
• Full 0.7 in. piston travel for complete clutch disengagement
• High-temperature mono-seal design with quad tensioner ensures proper seal tension and maximum reliability
• Constant-contact design self-adjusts for clutch wear and maintains consistent pedal feel
• Flat-face bearing with 1.71 in. to 3.03 in. contact diameter fits most 8.5 in. to 11 in. bent-finger and lever-type clutches
• Newly designed swivel fittings thoroughly tested to prevent leakage
• Complete kit - no additional parts required for installation

Description

Converting to hydraulic clutch actuation in your GM TKO or TKX swap? This complete Tilton 6000 Series hydraulic release bearing kit eliminates the external slave cylinder entirely, solving interference issues while delivering race-proven reliability for high-performance street applications. The slip-on design mounts directly over the stock TREMEC bearing retainer - no replacement retainer required, no case modifications needed.

Tilton's engineering centers on precision and reliability. The billet aluminum body and piston are precision-machined in-house at Tilton, then treated with a durable, low-friction coating for long-wearing performance. The stainless steel threaded sleeve provides nearly 1.25 in. of height adjustability, allowing the bearing to be set anywhere from 1.77 in. to 3.00 in. to accommodate virtually any clutch setup. The 0.7 in. of piston travel provides complete clutch release, and the high-temperature mono-seal design with quad tensioner ensures positive sealing under demanding conditions.

The constant-contact design self-adjusts for clutch wear, maintaining the same pedal feel throughout the clutch's life without the need for periodic adjustment. Unlike traditional throwout bearings that require a gap and return springs, this sealed bearing stays in light contact with the pressure plate fingers at all times. The flat-face bearing features a 1.71 in. to 3.03 in. contact diameter that works with most 8.5 in. to 11 in. bent-finger and lever-type clutches. Compatibility extends to most bellhousings - while external slaves require application-specific bells, this internal design opens up options including original 4-speed bells and big-block bells.

This is a complete kit with everything needed for installation. Pair with an MDL LF Series master cylinder and appropriate steel-braided supply line (24 in. recommended for most applications) for a fully integrated hydraulic clutch system. Note: This kit includes 5/16 in. bearing retainer bolts; if your transmission uses 3/8 in. bolts (as found on OEM Muncie transmissions), contact MDL to discuss options. Bearing retainer guide tube should measure 1.375 in. diameter. Compatible with DOT 3 or DOT 4 brake fluid - do not use DOT 5 silicone-based fluids.

Kit Includes

• Tilton 6000 Series hydraulic release bearing assembly with billet aluminum body
• Stainless steel threaded adjustment sleeve
• Steel-braided -4AN supply line
• Steel-braided bleed line
• Anti-rotation bolt
• High-strength transmission retainer bolt (5/16 in.)
• Union fitting for main supply line connection
• Installation instructions

Key Features

• 1-7/8-inch diameter black shift ball with white 5-speed shift pattern and MDL logo
• 16mm x 1.50 brass master insert exceeds 200 ft. lbs. static pull and 20 ft. lbs. twist torque
• High-impact polymer resin formulated for performance-level torque and temperature demands
• Subsurface graphics embedded beneath the surface - cannot wear off or fade
• Lightweight 4-ounce construction for reduced shift effort
• Precision-machined and polished to a high-gloss finish
• Includes jam nut for secure installation
• Thread adapters available for virtually any shift lever configuration
• Made in the USA

Description

Upgrade your interior with this premium 5-speed shift ball featuring the MDL logo - a clean, purposeful look that signals you mean business under the hood. Built from specially formulated high-impact polymer resin designed specifically for automotive applications, this shift ball delivers the durability and temperature resistance needed for performance driving while maintaining a premium appearance that won't crack or fade over time.

The 1-7/8-inch diameter provides an ideal grip size for quick, confident shifts. Unlike cheap decals or surface printing, the white 5-speed shift pattern graphics are embedded beneath the surface - they're part of the ball itself and physically cannot wear away. The precision-machined 16mm x 1.50 brass master insert exceeds automotive industry standards with over 200 ft. lbs. static pull strength and 20 ft. lbs. twist torque resistance, ensuring rock-solid attachment to your shift lever even under aggressive driving conditions.

At just 4 ounces, this lightweight design reduces shift effort while the polymer construction provides excellent grip characteristics in all weather conditions - no burning your hand on hot summer days or freezing on cold mornings. The included jam nut ensures secure installation. For shift levers with different thread sizes, MDL stocks a full range of thread adapters - just confirm your shift lever thread size when ordering so we can recommend the correct adapter for your application.

Manufactured in the USA by a company that has been producing precision shift knobs since 1952, this ball represents decades of engineering refinement focused on quality, precision, and style. The polymer resin is specifically formulated for the automobile industry to resist stress cracks with aging - a common failure point in lesser shift knobs.

What's Included

• Black polymer resin shift ball with white 5-speed pattern and MDL logo
• 16mm x 1.50 brass master insert (pre-installed)
• Jam nut

Key Features

• Premium 1-7/8" diameter white polymer shift ball with crisp 5-speed pattern graphics
• High-impact polymer resin engineered for performance torque and temperature demands
• Subsurface graphics permanently embedded beneath the surface - cannot wear off or fade
• 16mm x 1.5mm brass master insert exceeds 200 ft-lbs static pull and 20 ft-lbs twist torque specs
• Compatible with metric and SAE shifter threads via thread reducers (sold separately)
• Lightweight 4-ounce design for reduced shifter mass and quicker throws
• Precision-machined and polished to a high-gloss finish
• Made in the USA

Description

Upgrade your shifter with this precision-engineered white 5-speed shift ball featuring the MDL logo. This isn't bargain-bin plastic - it's crafted from a specially formulated high-impact polymer resin developed specifically for automotive applications. The material resists stress cracking from temperature cycling and age, a common failure point in cheaper shift knobs that see years of daily use and abuse.

The 1-7/8" diameter provides optimal palm grip for aggressive shifting, while the 5-speed pattern graphics are permanently embedded below the polished surface where heat, UV exposure, and thousands of shifts can't touch them. The precision-machined brass master insert threads directly onto 16mm x 1.5mm shift levers, and with MDL's thread reducers, you can adapt this shift ball to virtually any metric or SAE threaded shifter - just know your shift lever's thread size when ordering so we can recommend the correct adapter.

At just 4 ounces, this shift ball reduces rotating mass compared to heavy solid alternatives, translating to slightly quicker shift action without sacrificing durability. The brass insert exceeds automotive industry specifications for 200 ft-lbs static pull and 20 ft-lbs twist torque resistance - it's not coming loose under hard use. Proudly made in the USA.

What's Included

• White 5-speed polymer shift ball with subsurface graphics and MDL logo
• 16mm x 1.5mm brass master insert (installed)
• Brass jam nut

Key Features

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

Description

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

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

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

Kit Includes

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

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

Key Features

• 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

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

Key Features

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

Description

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

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

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

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

Kit Includes

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

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

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

What's Included

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

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

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

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

What's Included

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

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

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

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

What's Included

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

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

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

• Genuine black leather construction with quality stitching
• Includes steel retaining plate for secure console mounting
• Square base shape designed specifically for Fox Body console opening
• Direct replacement for worn or damaged factory boot
• Compatible with factory and aftermarket shifters

Description

After 30+ years, that original Fox Body shift boot has likely seen better days. Cracked vinyl, torn seams, and faded material make even a clean interior look neglected. This genuine black leather shift boot restores your 1987-1993 Mustang's cockpit to factory-fresh condition while upgrading the material quality over the original vinyl boot.

The full-grain leather construction delivers the authentic look and feel that synthetic materials simply cannot replicate. Quality stitching ensures the seams hold up to years of daily shifting, while the included steel retaining plate provides secure mounting to your console. The zinc plating on the retaining plate prevents corrosion around the shifter opening where moisture can accumulate.

Designed as a direct replacement for all 1987-1993 Ford Mustangs equipped with manual transmissions, this shift boot features the correct square base geometry to fit the Fox Body console opening precisely. Installation is straightforward - remove the old boot and install this premium leather replacement using the included mounting plate. Works with both factory shifters and most aftermarket units.

Compatible with LX, GT, and SVT Cobra models from the final generation of Fox Body Mustangs.

Kit Includes

• Black genuine leather shift boot
• Steel retaining/mounting plate

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

What's Included

• (4) Factory-style U-nut clips

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

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

• Direct-fit OEM replacement for manual transmission Fox-body Mustangs
• Black textured finish matches factory console appearance
• Seals shifter opening to block road noise, debris, and exhaust fumes
• Provides mounting point for upper shifter boot
• Includes 4 mounting clips for secure console attachment
• Made in the USA

Description

After three decades of shifts, spills, and disassemblies, the original shift bezel on your Fox-body Mustang has likely cracked, faded, or broken altogether. This OEM-specification replacement restores the critical console trim piece that seals the shifter opening and provides a clean mounting surface for your upper shift boot.

This black plastic bezel seats into the center console opening and snaps securely into place using four integrated mounting clips. Beyond aesthetics, it serves a functional purpose: sealing off the shifter area to prevent road noise, tunnel heat, and exhaust fumes from entering the cabin through the gap around your shifter.

The textured finish matches the factory grain pattern found on original '87-'93 consoles, ensuring a seamless appearance whether you're doing a full interior restoration or simply replacing a worn-out part. Direct-fit design means no trimming, drilling, or modification required.

Fits all 1987-1993 Mustang GT, LX, and Cobra models equipped with manual transmissions. Made in the USA.

What's Included

• OEM-specification shift bezel in black textured finish
• 4 mounting clips for console attachment

Key Features

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

Description

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

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

Kit Includes

• 17-tooth speedometer driven gear, white plastic

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

Key Features

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

Description

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

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

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

Kit Includes

• 18-tooth yellow speedometer driven gear

Key Features

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

Description

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

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

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

What's Included

• One 19-tooth speedometer driven gear (pink)

Key Features

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

Description

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

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

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

What's Included

• One 20-tooth driven speedometer gear (black)

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

What's Included

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

Key Features

• 8,000 pulses-per-mile analog VSS output for accurate electronic speed sensing
• Integrated snap-in speedometer cable drive maintains mechanical speedometer function
• Two-pin electrical connector for cruise control and EEC-IV compatibility
• OEM Ford specification: E9TZ-9E731-A / Motorcraft DY-587
• Uses standard T5 drive speedometer gears for precise calibration
• Stock equipment on all cruise control-equipped Fox-body Mustangs
• Also fits Ford, Lincoln, and Mercury vehicles from 1983-1993

Description

Five and six-speed manual transmission swaps in Fox-body Mustangs present a unique challenge: you need both electronic speed sensing for the EEC-IV computer and cruise control, plus a mechanical cable drive for the factory speedometer. This dual-function vehicle speed sensor (VSS) solves both requirements in a single unit, eliminating the need for separate electronic and mechanical speed sensing solutions.

The sensor uses a variable-reluctance pickup coil design that generates an AC voltage sine wave proportional to vehicle speed, delivering a consistent 8,000 pulses-per-mile signal through its two-pin connector. This output feeds the EEC-IV powertrain control module for fuel and transmission management while simultaneously driving the cruise control system. The snap-in cable drive mechanism on the opposite end accepts standard T5 speedometer drive gears, allowing you to retain your factory cable-driven speedometer without modification.

Built to OEM Ford specification E9TZ-9E731-A (Motorcraft DY-587), this sensor was original equipment on all Fox-body Mustangs equipped with cruise control. The design installs directly into the T5 speedometer drive location, making it ideal for T5 and TKO conversions where both analog speedometer cable drive and electronic speed sensing are required.

Compatible with Ford, Lincoln, and Mercury vehicles from 1983-1993, this sensor works anywhere you need to bridge the gap between cable-driven instrumentation and modern electronic engine management.

Kit Includes

• Vehicle speed sensor assembly with two-pin electrical connector
• Integrated snap-in speedometer cable drive mechanism
• Full manufacturer's warranty

Key Features

• Single tube design delivers maximum stiffness without excess weight
• Adjustable mounting sleeves and repositionable spacers accommodate T5, TR-3550, TKO, AOD, AODE, 4R70W, and C6 transmissions
• Low-deflection polyurethane bushings dampen driveline vibrations and noise
• Direct bolt-in to factory 4.5-inch wide body mounts - no fabrication required
• Engineered to maintain pinion angle with OEM and aftermarket transmission mounts
• Low-profile design provides more exhaust clearance than OEM crossmember
• Compatible with setback engine configurations
• Optional solid bushings available for racing applications

Description

The factory Fox Body crossmember is a stamped steel weak link that flexes under hard launches and limits your exhaust options. This Stifflers tubular crossmember replaces that compromise with a single-tube design that delivers dramatically greater stiffness and strength - all without adding unnecessary weight to your drivetrain.

What sets this crossmember apart is its adjustability. Instead of buying separate crossmembers for different transmissions, simply slide the mounting sleeves and reposition the included spacers to accommodate both manual (T5, TR-3550, TKO) and automatic (AOD, AODE, 4R70W, C6) applications. This versatility makes it ideal for builds in progress or future transmission upgrades. The crossmember bolts directly to your factory 4.5-inch wide body mounts with no cutting, welding, or fabrication required.

Low-deflection polyurethane bushings isolate driveline vibrations and noise for street-driven cars. For racing applications where maximum rigidity matters more than NVH, the poly bushings can be replaced with optional solid mounts. The engineering maintains your pinion angle whether you're running OEM or aftermarket transmission mounts, and offset bushings allow you to raise or lower the entire crossmember if needed.

Fits 1982-1993 Mustang, Capri, and other Fox Body-based vehicles. Note: TKOs require additional spacing due to their shorter mounting pad height - all necessary hardware is included. The slim tubular profile clears aftermarket headers and exhaust systems that would interfere with the bulky factory stamping.

What's Included

• Single tube crossmember with black powder coat finish
• Adjustable mounting sleeves and repositionable spacers
• Low-deflection polyurethane mounting bushings
• Complete hardware kit including new crossmember-to-body bolts
• Installation instructions

Key Features

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

Description

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

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

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

What's Included

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

Key Features

• OE replacement transmission tunnel harness for manual transmission Fox Body Mustangs
• Pre-installed body grommet for clean firewall pass-through
• Provides reverse light and speedometer circuits for proper function
• Compatible with T5, TKO, TKX, 3650, and T56 transmissions
• Direct plug-and-play installation with factory-style connectors
• Eliminates splicing and cobbled wiring during transmission swaps

Description

When you swap to an aftermarket manual transmission in your 1987-1993 Fox Body Mustang, your new gearbox may require different electrical connections to ensure your reverse lights and speedometer function properly. This OE replacement transmission tunnel harness solves that problem with a direct-fit solution that routes from the driver's side footwell, under the carpet, through the transmission tunnel, and out to the transmission.

The harness features a pre-installed body grommet for a clean, factory-style pass-through at the firewall. Unlike universal wiring that requires splicing and custom modifications, this harness utilizes factory-style connectors that plug directly into your transmission and existing vehicle wiring. The design eliminates the guesswork and potential electrical issues that come with pieced-together connections during a swap.

This harness is engineered to work with T5, TKO, TKX, 3650, and T56 manual transmissions. Whether you're rebuilding a stock T5 setup or upgrading to a high-performance TREMEC, this harness ensures your reverse lights illuminate when you shift into reverse and your speedometer receives the proper signal from the transmission's speed sensor.

Direct fit for 1987-1993 Fox Body Mustangs with manual transmissions. For applications requiring a separate reverse switch connector adaptation, see MD-700-0010.

What's Included

• Manual transmission main wiring harness with factory-style connectors
• Body grommet (pre-installed)
• Full installation instructions
• 1-year manufacturer's warranty

Reverse Switch Wiring Harness | 1987-1993 Mustang | Manual Transmission

Key Features

• Direct replacement for Ford OE part number F1ZZ-14405
• Fits all 1987-1993 Mustang models with 5-speed manual transmission
• 14-inch harness length with factory-style connector
• Includes retainer clip to secure harness away from moving components
• Plug-and-play installation - no splicing or wire modification required

Description

Dead backup lights on your Fox Body? The factory reverse switch harness is often the culprit. After three decades of heat cycles, road spray, and transmission vibration, the original wiring becomes brittle and the connector corrodes - leaving you without functional reverse lights when you need them most.

This replacement harness restores reliable backup light operation with a factory-correct pigtail connector that plugs directly into the reverse switch on your T5 transmission. Built to match Ford's original F1ZZ-14405 specification, the 14-inch harness provides the correct length to route cleanly from the transmission to the vehicle's main wiring harness without excess slack or tension.

The included retainer clip secures the harness away from the driveshaft and other rotating components - a detail often overlooked with generic replacements that can lead to chafing and premature failure. Installation takes minutes: disconnect the old harness from the reverse switch, connect the new one, and secure with the retainer. No splicing, no wire stripping, no electrical tape required.

Compatible with all 1987-1993 Mustang variants equipped with manual transmission, including LX, GT, and SVT Cobra models.

What's Included

• Reverse switch wiring harness with factory-style 2-pin connector (14 inches)
• Harness retainer clip

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

What's Included

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

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

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

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

What's Included

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

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