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

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

Description

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

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

• 0.080-inch steel construction for durability and flywheel/clutch containment
• Positions starter for precise ring gear alignment - eliminates grinding and premature wear
• Fits Ford Modular 4.6L, 5.0L Coyote, and 5.4L engines with manual transmissions
• Works with aluminum bellhousings for T45, 3650, and T56 Magnum transmissions
• Bolt-on installation - no modifications required to block or bellhousing
• Equivalent to Ford Racing M-7007-A specification
• Made in the USA

Description

Proper starter-to-flywheel alignment is non-negotiable on Ford Modular engines running manual transmissions. Misalignment causes grinding engagement, premature starter failure, and ring gear damage - problems that only get worse over time. This steel starter index plate solves the issue by positioning the starter precisely where it needs to be for clean, consistent engagement every time.

The plate installs between the engine block and bellhousing, indexing the starter to ensure optimal starter drive to flywheel ring gear alignment. Built from 0.080-inch steel, the plate provides the strength needed to help contain flywheel or clutch breakage while maintaining that critical starter position under all operating conditions. The steel construction also protects the engine block face from direct contact with the bellhousing.

Engineered specifically for Ford Modular 4.6L, 5.0L Coyote, and 5.4L engines, this plate works with aluminum bellhousings for T45, 3650, and T56 Magnum transmissions. Installation is straightforward bolt-on - no modifications to the bellhousing or engine block required. Equivalent to Ford Racing M-7007-A, so you get OEM-spec fitment and performance. Note: Does not fit the Ford GT supercar application.

What's Included

• Steel starter index plate (0.080-inch thick, natural finish)

Key Features

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

Description

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

What's Included

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

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

• Cast iron construction for superior heat absorption and thermal stability in street-driven applications
• 164-tooth ring gear with 11-inch clutch pattern (10.4-inch metric bolt circle)
• 6-bolt crankshaft pattern for Ford 4.6L "large valley" Romeo-built engines
• Zero-balanced design for internally balanced 4.6L modular engines
• Includes alignment pins for precise clutch installation and proper component positioning
• Direct fitment for 1996-June 1999 and 2001-2010 Mustang GT applications

Description

Street-driven 4.6L Mustangs need a flywheel that can handle daily abuse without warping or developing hot spots. Cast iron's superior thermal mass absorbs repeated clutch engagements far better than lightweight alternatives, making it the ideal choice for commuter cars, weekend cruisers, and moderate-power builds where longevity matters more than shaving rotating weight.

This flywheel is engineered specifically for Ford's 4.6L modular engines with the 6-bolt "large valley" crankshaft configuration. Romeo-built 4.6L engines use this 6-bolt pattern, while Windsor-built and Cobra engines use an 8-bolt configuration--so verify your engine's build before ordering. The zero-balanced design works with the internally balanced rotating assembly found in all 4.6L SOHC engines, eliminating the external counterweights required by older Ford V8s.

The 164-tooth ring gear ensures reliable starter engagement across all temperature conditions, while the 11-inch clutch pattern with 10.4-inch metric bolt circle accommodates standard diaphragm pressure plates from the modular Mustang era. Alignment pins are included to guarantee proper clutch disc and pressure plate positioning during installation.

Compatible with 1996-June 1999 and 2001-2010 Mustang GT vehicles equipped with the 4.6L 2V SOHC engine. [VERIFY: Why is the year 2000 excluded from fitment? Confirm whether this is intentional due to a mid-year engineering change or if it should be included.]

What's Included

• Cast iron flywheel with 164-tooth ring gear
• Alignment pins for clutch installation

Key Features

• Cast steel construction with 164-tooth ring gear for reliable starter engagement
• 8-bolt crankshaft mounting pattern fits 1999-2010 Mustang GT, 2001-2004 Cobra, and 2011+ 5.0L Coyote engines
• Zero balance (internally balanced) design - no counterweight balancing required
• 11" clutch bolt pattern with 12-3/8" equal spacing for metric 11" diaphragm clutches
• Cost-effective OE-style replacement for street-driven applications
• Single-disc clutch compatible

Description

When your high-mileage Mustang starts showing signs of a worn clutch surface or you need a reliable flywheel for a stock rebuild, this cast steel unit delivers OE-quality fitment without the premium price of billet. Designed specifically for Ford's 4.6L and 5.0L modular engine family with the 8-bolt crankshaft pattern, this flywheel provides the mass and durability street-driven vehicles need for smooth engagement and everyday drivability.

The 164-tooth ring gear ensures proper starter motor mesh across the full range of compatible applications - from '99-'10 Mustang GTs and '01-'04 SVT Cobras to modern 5.0L Coyote swaps. Zero balance (internally balanced) construction means you won't need additional counterweight balancing during installation, simplifying the job whether you're working in a professional shop or your home garage.

Cast steel offers the ideal combination of rotating mass and affordability for daily drivers and mild performance builds. The added inertia helps smooth out clutch engagement at low speeds - a real advantage over lightweight aluminum or billet units that can feel grabby in stop-and-go traffic. For dedicated track cars or high-RPM racing applications, billet steel is the better choice, but for street use and moderate performance, cast steel delivers proven reliability.

The 11" clutch bolt pattern features 12-3/8" equal spacing holes drilled for metric diaphragm pressure plates, ensuring compatibility with both OEM and aftermarket 11" clutch systems. Direct bolt-on fitment for your 4.6L 2V/4V or 5.0L Coyote manual transmission application.

What's Included

• Cast steel flywheel with integrated 164-tooth ring gear
• 8-bolt crankshaft mounting pattern
• Zero balance design (no counterweight required)
• Pins included

Key Features

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

Description

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

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

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

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

Kit Includes

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

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

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

What's Included

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

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

Superior Steel-Back Organic Clutch Kit | 2003-2004 Ford Mustang Cobra | Cable Release

Key Features

• 400 ft-lb torque capacity - handles moderate power upgrades beyond the factory supercharged 4.6L output
• Steel-backed organic facing - improved durability and heat dissipation over standard organic discs with smooth, street-friendly engagement
• Ford Metric 10mm bolt pattern nodular diaphragm pressure plate - direct replacement for factory Terminator Cobra applications
• Cable release finger profile - pressure plate machined specifically for mechanical cable clutch actuation
• 11-inch clutch disc, 26-spline x 1-1/8-inch hub - maximizes surface area for smooth power transfer [VERIFY: Product listing states 26-spline, but factory Terminator T56 used 10-spline input shaft - confirm correct spline count for intended application]
• Hand-built in Caldwell, Idaho - each disc assembled and inspected in-house for precise tolerances
• Complete kit - includes all components needed for installation

Description

The 2003-2004 Terminator Cobra arrived from the factory with 390 hp and 390 lb-ft of torque from its supercharged 4.6L DOHC V8 - and most owners don't leave it there. Once you start adding boost or supporting modifications, the stock clutch becomes the weak link. This Superior Series steel-backed organic clutch kit delivers 400 ft-lb of holding capacity while preserving the smooth, progressive engagement characteristics that make a Terminator livable on the street.

The steel backing plate behind the organic friction material provides two key advantages over standard organic discs: increased structural rigidity under high clamp loads and better heat dissipation during aggressive driving. The result is longer clutch life without the harsh engagement or chatter that comes with full-metallic or ceramic facings. The nodular iron diaphragm pressure plate uses Ford's Metric 10mm bolt pattern and features clutch fingers specifically profiled for cable release operation, ensuring consistent pedal feel and proper throwout bearing geometry.

Every Superior clutch disc is hand-assembled at MDL's facility, where technicians verify spring tension, rivet placement, and balance before shipping. The 11-inch disc diameter provides ample surface area for smooth torque transfer, and the kit includes a cable-style throwout bearing, pilot bearing, and alignment tool - everything needed for a complete installation. This kit is designed for Terminator Cobra owners who want a clutch upgrade that handles bolt-on power levels while maintaining daily-driver manners.

Fits 2003-2004 Ford Mustang SVT Cobra with cable clutch actuation. Made in the USA and backed by a 1-year warranty against manufacturing defects.

Kit Includes

• Ford Metric 10mm pattern nodular diaphragm pressure plate with cable release finger profile
• 11-inch steel-backed organic clutch disc, 26-spline x 1-1/8-inch [VERIFY: confirm spline count matches intended transmission application]
• Cable throwout bearing
• Pilot bearing
• Clutch alignment tool
• 1-year warranty coverage
• Lifetime technical support

Key Features

• Kevlar/steel backed organic facings with integrally bonded steel backing for strength under high clamp loads and temperatures
• 450 ft-lb torque capacity rated for Performance Street Plus applications
• Nodular diaphragm pressure plate with clutch finger profile optimized for cable release
• 26-spline x 1-1/8-inch input shaft compatibility
• Ford 11-inch Metric 10mm bolt pattern with pins
• Sprung hub design for smooth engagement and vibration dampening
• Hand-built in-house with double-checked tolerances before shipping
• 1-year free-from-defect warranty

Description

When your 4.6L Cobra demands more than stock clutch performance, the MDL Superior Kevlar/Steel Back Organic clutch delivers the balance of streetability and enhanced torque capacity that modified engines require. This isn't your typical organic clutch--the advanced Kevlar/steel backed facings provide significantly better heat resistance and clamp load strength compared to standard organic materials, while maintaining the smooth engagement characteristics enthusiasts expect from a daily driver.

The engineering advantage starts with the integrally bonded steel backing that prevents facing delamination under high temperatures and aggressive launches. The Kevlar fibers woven into the organic compound create a friction surface that grips progressively rather than grabbing, eliminating the harsh engagement common with full-race clutches. The nodular diaphragm pressure plate features specifically profiled clutch fingers designed for cable actuation systems, ensuring proper release geometry and consistent pedal feel throughout the clutch's service life.

Every MDL Superior clutch assembly is hand-built at our Caldwell, Idaho facility, where each component undergoes double-checking for dimensional accuracy and proper assembly before packaging. This quality control process ensures your clutch arrives ready for installation without the fitment issues or premature wear that plague mass-produced units. The sprung hub design absorbs drivetrain shock while maintaining precise torque transmission--critical for preserving synchronizers and preventing driveline vibration.

Designed specifically for 1999-2004 4.6L Cobra applications with 26-spline input shafts and the Ford 11-inch Metric 10mm bolt pattern. Rated at 450 ft-lb torque capacity, this clutch bridges the gap between stock replacement and full race applications, making it ideal for Cobras with intake, exhaust, and tune modifications that push power beyond factory limits. Made in the USA and backed by MDL's comprehensive 1-year warranty.

What's Included

• Nodular diaphragm pressure plate with 11-inch Metric 10mm bolt pattern
• Kevlar/steel backed organic clutch disk--26-spline x 1-1/8-inch with sprung hub
• Cable throwout bearing
• Pilot bearing
• Clutch alignment tool
• Installation and break-in instructions
• 1-year free-from-defect warranty

Key Features

• Dual Kevlar friction facings deliver 550 ft-lb torque capacity with smooth, progressive engagement
• 26-spline x 1-1/8" sprung hub for upgraded input shaft compatibility
• Ford 11" metric 10mm bolt pattern with dowel pin alignment
• Nodular iron diaphragm pressure plate profiled for cable release actuation
• Sprung hub design absorbs drivetrain shock and reduces gear rattle
• Hand-built in-house with exacting tolerances and double-checked quality control
• Performance Proven designation validated through on- and off-track racing
• Made in the USA with 1-year free-from-defect warranty

Description

Stock clutches in modified 1999-2004 4.6L Cobras become the weak link as soon as power modifications enter the picture. This Superior Kevlar/Kevlar clutch kit delivers 550 ft-lb torque capacity to handle supercharged, nitrous, or aggressive naturally aspirated builds while maintaining street-friendly pedal feel and engagement characteristics.

The dual Kevlar friction facings on both sides of the 11" disk provide superior heat resistance and longer service life compared to organic materials, without the harsh engagement of full ceramic setups. The sprung hub isolates drivetrain shock loads and dampens gear rattle for improved drivability in daily-driven applications. The 26-spline x 1-1/8" hub provides significantly more strength than the factory 10-spline design, though it requires a matching upgraded input shaft.

The nodular iron diaphragm pressure plate uses the Ford 11" metric 10mm bolt pattern with dowel pin positioning for precise alignment. The diaphragm design is specifically profiled for cable release actuation, ensuring proper throwout bearing travel and consistent pedal effort throughout the clutch's service life.

Every Superior clutch disk is hand-built at MDL's facility with exacting tolerances and undergoes quality inspection before shipping. The Performance Proven designation means this kit has survived the rigorous demands of real-world racing, both on track and off. Made in the USA and backed by a 1-year free-from-defect warranty with lifetime technical support.

What's Included

• 11" dual Kevlar friction clutch disk with 26-spline x 1-1/8" sprung hub
• Nodular iron diaphragm pressure plate (cable release design)
• Cable-type throwout bearing
• Pilot bearing
• Clutch alignment tool
• Installation and break-in instructions
• 1-year free-from-defect warranty
• Lifetime technical support

Superior Kevlar/Ceramic Clutch Kit | 2001-2004 4.6L Mustang Cobra | 11" Metric

Key Features

• Kevlar/ceramic dual-faced disk delivers smooth engagement with aggressive high-torque holding power
• 600 lb-ft torque rating for aggressive street and street-drag applications
• 11" metric diaphragm pressure plate with 10mm bolt pattern
• Finger profile machined specifically for cable release systems
• 26-spline x 1-1/8" hub configuration with sprung center for smooth engagement
• Hand-assembled in Caldwell, Idaho with double-riveted construction
• Complete kit with cable throwout bearing, pilot bearing, and alignment tool
• Performance Proven designation - tested in on-track and off-track racing
• Made in the USA with 1-year warranty

Description

Stock clutches can't keep pace with modified 4.6L Cobra engines - and when you're running cable actuation, your options get even more limited. The MDL Superior Kevlar/Ceramic clutch kit solves both problems with a purpose-built upgrade designed specifically for 2001-2004 Mustang Cobra (will also fit Modular 5.0L with cable release) applications using cable clutch release.

The dual-faced disk design is where this clutch earns its reputation. The Kevlar face provides the smooth, progressive engagement characteristics you need for street driving and traffic, while the ceramic face delivers the high coefficient of friction required for hard launches and high-torque applications. As temperatures climb under aggressive use, the ceramic material actually increases its grip - ideal for repeated pulls at the strip or spirited canyon runs.

The 11" metric pressure plate uses a 10mm bolt pattern with a diaphragm design that's been finger-profiled specifically for cable release geometry. The 26-spline x 1-1/8" disk hub matches upgraded input shaft configurations, and the sprung hub design dampens drivetrain shock while maintaining crisp engagement. Every Superior disk is hand-assembled at MDL's Idaho facility using double-riveted construction and the finest available components - then double-checked for tolerances before shipping.

This kit carries MDL's Performance Proven designation, meaning it's been validated in real-world racing conditions both on and off the track. Fits 2001-2004 Ford Mustang Cobra with 4.6L DOHC engine and cable clutch actuation. Made in the USA and backed by a 1-year warranty.

What's Included

• 11" metric diaphragm pressure plate with 10mm bolt pattern and cable release finger profile
• 11" Kevlar/ceramic dual-faced clutch disk with 26-spline x 1-1/8" sprung hub
• Cable throwout bearing
• Pilot bearing
• Clutch alignment tool
• Clutch installation and break-in instructions
• 1-year warranty against defects
• Lifetime technical support

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

Key Features

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

Description

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

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

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

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

Kit Includes

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

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

Key Features

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

Description

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

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

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

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

What's Included

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

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

Key Features

• 850 lb-ft torque capacity with dual organic discs and sprung hubs for smooth street engagement
• Precision-machined aluminum clutch cover delivers superior strength, stiffness, and balance versus stamped steel competitors
• High-mass pressure plate and floater plate machined from proprietary racing-grade materials resist warpage under sustained loads
• Heavy-duty straps connect plates to cover, minimizing noise and ensuring clean clutch release
• Chromoly steel flywheel with 164-tooth integrated ring gear and precision register for optimal balance
• 246mm (9.7-inch) twin-disc design doubles friction surface area without increasing pedal effort
• Floater plate twice the thickness of most competitors for improved heat dissipation and gear chatter elimination
• 26-spline x 1-1/8-inch hub for TREMEC TKO, TKX, T56 Magnum, and Magnum XL compatibility
• Zero-balance configuration for Ford 4.6L and 5.0L modular engines with 8-bolt crank flanges
• Compatible with most OEM release bearings

Description

When your Ford 4.6L or 5.0L modular engine is making serious power, OEM-style clutches and their stamped steel pressure plates become the weak link. The Tilton ST-246 was designed from the ground up as a true performance twin-disc clutch -- not an OEM-type stamped steel pressure plate with a floater tacked on. Tilton Engineering has been the leading supplier of small-diameter racing clutches since 1972, winning championships in F1, NASCAR, IMSA, IndyCar, SCCA, Formula Drift, and SCORE. That racing pedigree is engineered directly into this street-capable assembly.

The aluminum clutch cover shares technology from Tilton's championship-winning OT-Series racing clutches, delivering superior strength and stiffness compared to stamped steel alternatives. 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 warpage resistance under sustained high-torque loads. The floater plate is twice the thickness of most competing twin-disc designs, which allows for the sprung-hub disc configuration, eliminates gear chatter, and provides dramatically better heat dissipation. Heavy-duty straps connecting the plates to the cover eliminate the noise and inconsistent engagement plaguing lesser twin-disc designs.

This assembly's dual 246mm organic discs with sprung center hubs deliver 850 lb-ft capacity while dampening engine vibrations and reducing gearbox noise for smooth street engagement. The chromoly steel flywheel features an integrated 164-tooth ring gear and precision register that locates the clutch for optimal balance -- a critical upgrade over the loose-fitting bolts and dowels used with stamped steel clutches. The result is a clutch system that handles serious power while maintaining street manners.

Fits Ford 4.6L and 5.0L modular engines with 8-bolt crank flanges. The 26-spline x 1-1/8-inch hub works with TREMEC TKO, TKX, T56 Magnum, and Magnum XL transmissions. Note: TREMEC transmission models 11010, 11011, and 16884 require the guide tube to be trimmed 0.5 inches to prevent disc interference. Magnum XL applications require hydraulic kit MD-900-2505-A, hose, and fitting (sold separately). Does not include pilot bearing or throwout bearing. Made in the USA.

What's Included

• Chromoly steel flywheel with integrated 164-tooth ring gear (zero balance)
• Precision-machined aluminum clutch cover with heavy-duty straps
• High-mass pressure plate machined from proprietary racing materials
• High-mass floater plate machined from proprietary racing materials
• Two 246mm organic clutch discs with 26-spline x 1-1/8-inch sprung center hubs
• Flywheel mounting bolt set
• Clutch cover mounting bolt set
• Clutch alignment tool
• Installation instructions

Key Features

• 1250 lb-ft torque capacity with solid-hub cerametallic discs for precise street/strip engagement
• 246mm twin-disk design with double-thick floater plate eliminates gear clatter and improves heat dissipation
• Precision-machined aluminum cover shares technology with Tilton's championship-winning OT-Series racing clutches
• Billet chromoly flywheel with 164-tooth ring gear and precision register for optimal balance
• Heavy-duty straps attach pressure plate and floater to cover, minimizing noise and ensuring clean release
• Fits Ford 4.6L/5.0L/5.2L Voodoo engines with 8-bolt cranks and 1-1/8" x 26-spline input shafts
• High-mass pressure plate and floater machined from proprietary racing materials resist warpage
• Zero-balance flywheel design

Description

When you're pushing serious power through a Ford modular engine and need clutch engagement that won't slip under load, you don't compromise on components. This Tilton ST-246 twin-disk assembly delivers 1250 lb-ft of holding power with the precise, positive engagement characteristics that high-horsepower street/strip applications demand. Unlike stamped steel performance clutches that simply add a floater plate as an afterthought, the ST-246 was engineered from the ground up as a true twin-disk clutch system.

The precision-machined aluminum pressure plate cover incorporates technology proven in Tilton's championship-winning OT-Series racing clutches, providing superior strength, stiffness, and dynamic balance compared to OEM-type stamped steel covers. The high-mass pressure plate and floater plate are machined from the same proprietary materials used in Tilton's motorsport applications—delivering exceptional heat capacity and warpage resistance under hard use. The floater plate is twice the thickness of most twin-disk competitors, which allows for the solid hub construction while eliminating gear clatter and providing superior heat dissipation.

The cerametallic discs feature solid center hubs for maximum strength and positive engagement—essential for high-horsepower applications where precise modulation matters more than street comfort. Heavy-duty straps attach both the pressure plate and floater plate to the aluminum cover, minimizing noise and providing fast, clean release between shifts.

Designed for Ford 4.6L/5.0L/5.2L Voodoo engines with 8-bolt cranks and TREMEC transmissions with 1-1/8" x 26-spline input shafts. The billet chromoly flywheel features a 164-tooth ring gear with zero balance and a precision register to locate the clutch for optimal assembly balance. Note: TREMEC models 11010, 11011, and 16884 require guide tube trimming by 0.5" to prevent disc interference. Magnum XL kits require MD-900-2505-A adapter, hose, and fitting. This assembly does not include a pilot bearing or hydraulic release bearing. Made in the USA by Tilton Engineering.

What's Included

• Precision-machined aluminum clutch cover with heavy-duty straps
• High-mass pressure plate (proprietary racing materials)
• Double-thick floater plate (proprietary racing materials)
• Two 246mm cerametallic discs with solid center hubs (26-spline)
• Billet chromoly flywheel with integrated 164-tooth ring gear (zero balance, 8-bolt)
• Flywheel bolt kit
• Clutch mounting bolt kit
• Alignment tool

Key Features

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

Description

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

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

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

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

What's Included

• One needle roller pilot bearing with factory lubrication

Key Features

• Premium-grade bronze construction with oil impregnation for self-lubricating, maintenance-free operation
• Precision-machined dimensions: 1.379" outer diameter, 0.670" inner diameter, 0.580" wide
• Full support of transmission input shaft snout eliminates vibration and premature wear
• Direct replacement for Ford Small Block V8 (289, 302, 351W) and Pontiac applications
• Matches OEM specifications for proper crankshaft bore fit and input shaft clearance

Description

A worn or sloppy pilot bushing causes hard shifting, input shaft misalignment, and accelerated transmission wear - problems that can sideline your build when you least expect it. This heavy-duty bronze pilot bushing delivers the precision fit and durability needed to keep your drivetrain running smooth, shift after shift.

Precision-manufactured from premium-grade bronze that's impregnated with oil lubricant, this bushing provides long-lasting performance without the maintenance headaches of grease-packed alternatives. The oil-impregnated bronze material creates a self-lubricating bearing surface that won't gum up or attract debris. Unlike cheap offshore bushings that may contain steel contamination, this bronze construction won't gall or seize on your input shaft.

The bushing's 1.379" outer diameter and 0.670" inner diameter match OEM specifications exactly, ensuring proper crankshaft bore fit and input shaft clearance. At 0.580" wide, it provides full support for transmission input shaft snouts without bottoming out in the crankshaft pocket. This precision fit eliminates the binding and misalignment that can destroy clutch components and transmission internals.

Compatible with Ford Small Block V8 engines and Pontiac small block applications. Always replace the pilot bushing with every clutch change - bushings are a wear item even when they look fine. Pro tip: freeze the bushing before installation for easier press-fit, and never apply grease to oil-impregnated bronze bushings as it will clog the pores and prevent proper lubrication.

What's Included

• (1) Heavy-duty oil-impregnated bronze pilot bushing (1.379" OD x 0.670" ID x 0.580" wide)

Key Features

• M10 x 1.5mm x 23.5mm dimensions for precise Ford Modular and AMC V8 fitment
• 8740 chromoly steel construction with black oxide finish for corrosion resistance
• Tensile strength of 180,000 PSI — far exceeds OEM hardware
• Exclusive 12mm hex head design for improved wrench engagement
• Larger-than-stock shank diameter increases clamping strength and improves pressure plate register
• Aerospace alloy forged construction with heat treatment prior to thread rolling
• Application-specific grip length ensures proper thread engagement

Description

Pressure plate bolts are critical safety components that secure your clutch assembly under extreme clamp loads and heat cycles. Factory hardware is engineered for economy, not performance — it can stretch, fatigue, or fail under racing or aggressive street use. These ARP High Performance Series bolts solve that problem with premium 8740 chromoly steel hardened to a nominal tensile strength of 180,000 PSI, significantly stronger than OEM fasteners.

Each bolt is forged from aerospace-grade alloy and heat-treated before thread rolling and machining, ensuring maximum grain structure integrity and fatigue resistance. The black oxide finish provides corrosion protection while maintaining proper torque characteristics. The exclusive 12mm hex head design delivers better tool engagement than standard fasteners, reducing the risk of rounding during installation or removal at high torque values.

The larger-than-stock shank diameter increases clamping force and improves register accuracy between the pressure plate and flywheel — critical for maintaining concentricity and preventing clutch chatter. These bolts are application-specific for Ford 4.6L, 5.0L, and 5.4L Modular V8 engines, plus AMC V8 applications (call for AMC fitment details), ensuring proper grip length and thread engagement for your specific combination.

When you're building a high-performance drivetrain, don't let bargain-bin hardware be the weak link. ARP fasteners are the trusted choice of professional engine builders and racers worldwide. Backed by ARP's manufacturer warranty against defects.

What's Included

• Six (6) M10 x 1.5mm x 23.5mm pressure plate bolts
• 8740 chromoly steel construction with black oxide finish
• 12mm hex head design
• ARP manufacturer's warranty against defects

Key Features

• Billet aluminum quadrant replaces failure-prone plastic factory self-adjusting unit
• Fully adjustable clutch cable with threaded fork end for precise pedal travel tuning
• Complete conversion kit - includes all parts needed to upgrade from non-adjustable factory setup
• Ford Performance components (M-7553-D302) for OEM-quality fit and durability
• Compatible with OE Bendix 8-inch brake boosters only - will not clear Midland or larger aftermarket boosters
• Pull-style clutch fork applications only - not compatible with push-style configurations

Description

The factory plastic self-adjusting quadrant in '96-'04 Mustangs is a well-known failure point. The plastic teeth wear down, the mechanism binds, and eventually the system leaves you with a dead pedal or inconsistent clutch engagement. This Ford Performance adjustable clutch cable kit solves the problem permanently by replacing the entire factory setup with a robust billet aluminum quadrant and a fully adjustable clutch cable.

The aluminum quadrant eliminates the factory's plastic ratchet mechanism entirely. Instead of relying on spring-loaded teeth that wear out and slip, you get solid aluminum construction that engages positively every time. The included adjustable clutch cable features a threaded end at the fork, allowing you to dial in precise clutch pedal travel and engagement point. This adjustability is essential when running performance clutches with different actuation characteristics than stock, or simply when you want pedal feel tailored to your driving style.

Compatibility note: This kit is engineered specifically for '96-'04 Mustangs with manual transmissions and pull-style clutch forks. It works with OE Bendix 8-inch brake boosters but will not clear Midland brake boosters (identifiable by their band clamps) or certain aftermarket 8-inch and larger units. If you're running headers, shorty headers with at least one inch of minimum clearance are recommended - long-tube headers can melt the cable's outer casing and cause engagement issues or complete failure. For builds with full-length headers, MDL recommends converting to an internal slave hydraulic system instead.

This is a complete kit with everything needed to convert from the factory non-adjustable system - no additional parts required to complete the installation.

What's Included

• Billet aluminum clutch quadrant
• Adjustable clutch cable with threaded fork end
• Mounting hardware
• MDL lifetime technical support

Key Features

• Only kit on the market with three adjustable master cylinder positions to fine-tune pedal action and engagement
• In-dash mounting hides behind firewall on factory pedal hanger - no fighting for engine bay space
• Maintains stock clutch pedal pivot point for OEM pedal feel with zero modifications to pedal support
• Spherical mounting points eliminate binding for smooth, consistent clutch operation
• 1.4-inch master cylinder throw distance for optimal slave cylinder compatibility
• Sealed bulkhead assembly uses factory clutch cable hole - keeps moisture and engine fumes out of interior
• -4AN stainless steel braided lines throughout for leak-free durability
• 2100 Series billet aluminum reservoir with black anodized finish and improved side-top vents
• Compatible with existing industry slave cylinders and hydraulic release bearings
• Made in the USA

Description

SN95 and New Edge Mustang owners know the factory clutch cable becomes a liability as power levels climb. Cable stretch demands constant adjustment, heat from headers degrades the cable, and stiff performance clutches turn stop-and-go traffic into a workout. The Stealth Series In-Dash Hydraulic Clutch Master Kit eliminates these problems by converting to a fully hydraulic system that hides entirely behind the dash - freeing up valuable firewall real estate for engine swaps and keeping the engine bay clean.

This is the only kit on the market that lets you tune clutch engagement to your preference. The custom clutch pedal arm offers three distinct master cylinder mounting positions, allowing you to adjust where the clutch grabs and how fast it responds. Want engagement higher off the floor? Move the pivot point. Need to slow down an aggressive release? Adjust accordingly. Spherical mounting points at the pedal ensure the linkage operates without binding or inconsistent feel, regardless of which position you select.

Installation leverages the factory architecture. The master cylinder and pedal assembly mount directly to the OEM pedal support with zero drilling or modifications. The sealed bulkhead assembly routes the -4AN stainless steel braided lines through the existing clutch cable hole in the firewall, maintaining the factory firewall seal while keeping moisture and engine fumes out of the cabin. The included 2100 Series billet aluminum reservoir features an improved cap design with side-top vents to prevent water entry and can be mounted wherever packaging demands.

Engineered to work with existing industry slave cylinders and hydraulic release bearings, the Stealth Series integrates with your current setup or pairs with any slave you choose. Requires DOT 3 or DOT 4 brake fluid - no high-temp fluid necessary. Designed exclusively for 1994-2004 Ford Mustang applications and made in the USA.

Kit Includes

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

Key Features

• Only kit on the market with three adjustable master cylinder positions to fine-tune pedal action and engagement
• In-dash mounting hides behind firewall on factory pedal hanger - no fighting for engine bay space
• Maintains stock clutch pedal pivot point for OEM pedal feel with zero modifications to pedal support
• Spherical mounting points eliminate binding for smooth, consistent clutch operation
• 1.4-inch master cylinder throw distance for optimal slave cylinder compatibility
• Sealed bulkhead assembly uses factory clutch cable hole - keeps moisture and engine fumes out of interior
• -4AN stainless steel braided lines throughout for leak-free durability
• 2100 Series billet aluminum reservoir with black anodized finish and improved side-top vents
• Compatible with existing industry slave cylinders and hydraulic release bearings
• Made in the USA

Description

SN95 and New Edge Mustang owners know the factory clutch cable becomes a liability as power levels climb. Cable stretch demands constant adjustment, heat from headers degrades the cable, and stiff performance clutches turn stop-and-go traffic into a workout. The Stealth Series In-Dash Hydraulic Clutch Master Kit eliminates these problems by converting to a fully hydraulic system that hides entirely behind the dash - freeing up valuable firewall real estate for engine swaps and keeping the engine bay clean.

This is the only kit on the market that lets you tune clutch engagement to your preference. The custom clutch pedal arm offers three distinct master cylinder mounting positions, allowing you to adjust where the clutch grabs and how fast it responds. Want engagement higher off the floor? Move the pivot point. Need to slow down an aggressive release? Adjust accordingly. Spherical mounting points at the pedal ensure the linkage operates without binding or inconsistent feel, regardless of which position you select.

Installation leverages the factory architecture. The master cylinder and pedal assembly mount directly to the OEM pedal support with zero drilling or modifications. The sealed bulkhead assembly routes the -4AN stainless steel braided lines through the existing clutch cable hole in the firewall, maintaining the factory firewall seal while keeping moisture and engine fumes out of the cabin. The included 2100 Series billet aluminum reservoir features an improved cap design with side-top vents to prevent water entry and can be mounted wherever packaging demands.

Engineered to work with existing industry slave cylinders and hydraulic release bearings, the Stealth Series integrates with your current setup or pairs with any slave you choose. Requires DOT 3 or DOT 4 brake fluid - no high-temp fluid necessary. Designed exclusively for 1994-2004 Ford Mustang applications and made in the USA.

Kit Includes

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

Key Features

• Only kit on the market with three adjustable master cylinder positions to fine-tune pedal action and engagement
• In-dash mounting hides behind firewall on factory pedal hanger - no fighting for engine bay space
• Maintains stock clutch pedal pivot point for OEM pedal feel with zero modifications to pedal support
• Spherical mounting points eliminate binding for smooth, consistent clutch operation
• 1.4-inch master cylinder throw distance for optimal slave cylinder compatibility
• Sealed bulkhead assembly uses factory clutch cable hole - keeps moisture and engine fumes out of interior
• -4AN stainless steel braided lines throughout for leak-free durability
• 2100 Series billet aluminum reservoir with black anodized finish and improved side-top vents
• Compatible with existing industry slave cylinders and hydraulic release bearings
• Made in the USA

Description

SN95 and New Edge Mustang owners know the factory clutch cable becomes a liability as power levels climb. Cable stretch demands constant adjustment, heat from headers degrades the cable, and stiff performance clutches turn stop-and-go traffic into a workout. The Stealth Series In-Dash Hydraulic Clutch Master Kit eliminates these problems by converting to a fully hydraulic system that hides entirely behind the dash - freeing up valuable firewall real estate for engine swaps and keeping the engine bay clean.

This is the only kit on the market that lets you tune clutch engagement to your preference. The custom clutch pedal arm offers three distinct master cylinder mounting positions, allowing you to adjust where the clutch grabs and how fast it responds. Want engagement higher off the floor? Move the pivot point. Need to slow down an aggressive release? Adjust accordingly. Spherical mounting points at the pedal ensure the linkage operates without binding or inconsistent feel, regardless of which position you select.

Installation leverages the factory architecture. The master cylinder and pedal assembly mount directly to the OEM pedal support with zero drilling or modifications. The sealed bulkhead assembly routes the -4AN stainless steel braided lines through the existing clutch cable hole in the firewall, maintaining the factory firewall seal while keeping moisture and engine fumes out of the cabin. The included 2100 Series billet aluminum reservoir features an improved cap design with side-top vents to prevent water entry and can be mounted wherever packaging demands.

Engineered to work with existing industry slave cylinders and hydraulic release bearings, the Stealth Series integrates with your current setup or pairs with any slave you choose. Requires DOT 3 or DOT 4 brake fluid - no high-temp fluid necessary. Designed exclusively for 1994-2004 Ford Mustang applications and made in the USA.

Kit Includes

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

LF Series External Hydraulic Slave Kit | Ford Modular 4.6L/5.0L TKO/TKX Aluminum Bell

Key Features

• 0.750-inch bore x 1.4-inch stroke external slave cylinder delivers 0.619 cu/in fluid volume per stroke
• Bellhousing-mounted design pushes from rear of fork, clearing long tube headers
• Engineered specifically for Ford Modular V8 4.6L/5.0L aluminum bellhousing (TREMEC TCCM1899)
• Compatible with 7:00 o'clock fork opening position cable fork setup
• Stainless steel braided hydraulic line with fittings included
• Complete mounting hardware for bolt-on installation
• Works with stock clutch pedal and rod hole for straightforward conversion
• Made in the USA

Description

Converting from cable to hydraulic clutch release on Ford Modular TKO/TKX swaps solves multiple problems at once. The MDL LF Series External Hydraulic Slave Kit eliminates cable clearance headaches around headers while delivering the smooth, consistent pedal feel that hydraulics provide. This is a purpose-built solution for the specific challenges of mating Ford Modular engines to TREMEC five-speeds using the aluminum TCCM1899 bellhousing.

The slave cylinder mounts directly to the bellhousing and pushes from the rear of the clutch fork, keeping the cylinder clear of long tube headers where cable routing becomes a nightmare. The 0.750-inch bore generates 0.619 cubic inches of fluid volume per 1.4-inch stroke, precisely matched to work with MDL's LF Series master cylinders for optimal pedal ratio and effort. No more heavy pedal feel from worn cables that drag. No more clearance issues that force awkward routing compromises.

Application is specific to Ford Modular V8 4.6L/5.0L engines using the TREMEC TCCM1899 aluminum bellhousing with the 7:00 o'clock fork opening position. The engineering accounts for the cable fork geometry, making this a direct-fit solution rather than a compromise adaptation. When paired with MDL LF Series master cylinder kits, you get an engineered system that takes the guesswork out of hydraulic conversion while providing maximum results.

The stainless steel braided line routes cleanly and handles pressure without expansion, giving you the crisp engagement response that cable systems simply cannot match. Installation is straightforward with comprehensive instructions and lifetime technical support from MDL. Made in the USA with the quality that builders expect from Modern Driveline.

What's Included

• 0.750-inch bore external hydraulic slave cylinder
• Stainless steel braided hydraulic line with fittings
• Complete mounting hardware
• Installation instructions
• Lifetime technical support

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

• 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

• Black leather construction for durability and refined appearance
• Oval base design fits factory console opening
• Direct replacement for 1994-2004 Mustang manual transmissions
• Steel retaining plate included for secure mounting
• Boot only - bezel sold separately

Description

A worn, torn, or stained shift boot drags down the entire look of your SN95 or New Edge interior. This black leather shift boot delivers factory-correct fitment and a premium upgrade for your '94-'04 Mustang, restoring that clean cockpit appearance without the vinyl feel of the original equipment.

Constructed from black leather, this upper shift boot offers improved durability and a more refined look compared to factory vinyl boots. The oval base configuration matches the factory console opening, ensuring seamless installation with no modifications required. Beyond aesthetics, the boot serves a functional purpose - keeping the area surrounding your shifter lever clean and providing structural support during shifts.

Engineered as a direct replacement for all 1994-2004 Mustang models equipped with manual transmissions, this boot installs using the included steel retaining plate and factory mounting points. Compatible with GT, Cobra, and V6 models running 5-speed or 6-speed manual gearboxes. This is the boot only - console bezel sold separately.

What's Included

• Black leather shift boot with oval base
• Steel retaining plate

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

• Adjustable single-tube design fits TKO, TKX, TR-3550, T-5, T-45, T-56, TR-3650, TR-6060, C4, AOD, AODE, 4R70W, PowerGlide, TH350, TH400, and T-45 Cobra Spec transmissions
• Direct bolt-in to factory crossmember mounting points - no fabrication or modification required
• Low-profile design delivers more exhaust clearance and reduced weight versus OEM
• Maintains proper pinion angle with OEM or aftermarket transmission mounts
• Polyurethane bushings replace factory rubber for firmer shifts with vibration dampening
• Compatible with setback engine installations
• Black powdercoat finish for corrosion resistance

Description

The factory transmission crossmember in your '99-'04 Mustang creates clearance headaches when you add aftermarket exhaust or swap transmissions. The Stifflers adjustable crossmember solves both problems with a compact single-tube design that works with virtually every popular manual and automatic transmission on the New Edge platform. Slide the mounting sleeves and reposition the spacers to accommodate TKO, TKX, T-5, T-45, T-56, TR-3550, TR-3650, TR-6060, C4, AOD, AODE, 4R70W, PowerGlide, TH350, TH400, and T-45 Cobra Spec applications - all while maintaining your current pinion angle.

The low-profile design sits tighter to the tunnel than the bulky OEM stamped crossmember, delivering more clearance for headers, X-pipes, and performance exhaust systems. The single-tube construction cuts weight without sacrificing rigidity. Whether you're running stock mounts or aftermarket transmission mounts, the adjustable design lets you dial in exact positioning without welding, cutting, or fabrication of any kind - direct bolt-in to the factory mounting points.

Polyurethane bushings replace the soft factory rubber, delivering a noticeably firmer shift feel and improved transmission control while still dampening driveline vibrations and noise. Unlike solid mounts, the poly bushings keep NVH in check for street-driven cars. The crossmember also works with setback engine installations, making it ideal for Coyote swaps and other engine conversions.

Note: Does not work with T-56 Viper Spec or GT500 Spec transmissions due to their unique mounting requirements. Fits 1999-2004 Mustang GT and Cobra.

Kit Includes

• Stifflers single-tube adjustable transmission crossmember with black powdercoat finish
• Polyurethane mounting bushings
• Installation hardware
• Installation instructions

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

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

Description

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

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

Product Overview

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

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

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

Kit Includes

• Reverse switch wiring harness with two-prong connector

Key Features

• Direct replacement for Ford OEM part number F4ZZ-2457-A
• Fits both clutch and brake pedal applications
• Black rubber construction matches factory appearance
• Works with all 1994-2004 Mustang models equipped with manual transmission
• Sold individually - two required per vehicle

Description

Worn or missing pedal pads create a dangerous situation when your foot slips during hard braking or aggressive clutch engagement. This reproduction pedal pad restores the factory grip and pedal feel that deteriorates over years of use, giving you confident pedal control whether you're daily driving or hitting the track.

This black rubber pedal pad is a direct replacement for Ford OEM part number F4ZZ-2457-A. The rubber construction provides the same grip pattern and durability as the original factory pads, ensuring your foot stays planted on the pedal surface during spirited driving. Installation is straightforward - the pad simply presses onto the pedal arm with no adhesives or special tools required.

Designed to fit all 1994-2004 Ford Mustangs with manual transmission, this pedal pad works on both the clutch and brake pedals. The same pad is used for both applications, so two pads are required to complete a full pedal refresh on your SN95 or New Edge Mustang.

Kit Includes

• One black rubber pedal pad (replaces Ford F4ZZ-2457-A)

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.