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

Key Features

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

Description

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

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

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

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

What's Included

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

Qwik Stik Short-Throw Shifter | T5/T45 | 1965-1973 Mustang

Key Features

• Close-ratio/short-throw design for lightning-quick shifts
• 1" or 1.5" backward offset positions shifter in factory location
• Precision-machined billet aluminum construction for weight savings
• Small top turret clears tight floor openings
• Belleville washer detent system delivers crisp 2-3 shifts
• No stops to break or service--spring-loaded design allows easy maintenance
• 7/8" on-center stub mounting fits most aftermarket shift levers
• High-temperature lower dust/oil boot included
• Red anodized finish for corrosion resistance
• Proudly made in the USA

Description

Swapping a TREMEC T5 (with Mustang tail housing) or T45 into a '65-'73 Mustang often leaves the factory shifter position off by inches. The Qwik Stik solves that problem with precision-machined billet aluminum plates that bolt directly to the transmission, bringing the shift lever back to the factory location with a 1" or 1.5" backward offset. No more guessing, shimming, or cutting--just attach your lever, boot, and knob and you're ready to row gears.

Unlike traditional shifters that rely on internal stops, the Qwik Stik uses Belleville washers to create excellent detent feel. This spring-loaded design eliminates the breakable stops found in other shifters while delivering crisp, precise 2-3 shifts. When service is eventually needed, the stop-free design makes disassembly and reassembly straightforward.

The compact top turret is sized specifically to clear the factory floor opening in early Mustangs, and the 7/8" on-center stub mounting accepts most aftermarket shift levers. A high-temperature lower dust/oil boot protects the internal components from contamination and fluid loss. Note: This shifter is designed for rear shifter position and rear socket position only. It will not fit Camaro or S-10 T5 transmissions.

Proudly manufactured in the USA from billet aluminum with a durable black anodized finish. Compatible with TREMEC T5 transmissions equipped with Mustang tail housings and T45 transmissions.

What's Included

• Billet aluminum Qwik Stik shifter assembly (red anodized)
• High-temperature lower dust/oil boot
• Belleville washers
• 1" or 1.5" backward offset stub
• Lifetime technical support: 208-453-9800

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

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

What's Included

• Clutch pedal stop assembly
• Mounting bolt
• Mounting nut

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

Key Features

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

Description

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

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

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

Kit Includes

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

Key Features

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

Description

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

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

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

Kit Includes

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

Block Plate | 1966-1970 Ford 170ci/200ci Inline-6 | 2-Bolt Starter, 136-Tooth

Key Features

• Direct replacement for Ford part number C6DZ-7007-B
• Engineered for Ford 170ci and 200ci inline-6 engines with 136-tooth flywheels and 9-inch clutches
• 2-bolt starter mounting configuration for proper starter-to-flywheel alignment
• Compatible with Ford bellhousing part numbers C6OA-6394-C and C7ZA-6394-A
• Fits 1966-1970 Mustang, 1965-1970 Falcon, 1966 Bronco, and Comet applications
• Made in the USA

Description

Converting your classic Ford inline-6 from an automatic to a manual transmission? The block plate bolted to your automatic bellhousing will not work. While the top bolt pattern may look similar, the automatic's plate has the wrong shape and starter mounting configuration at the bottom, leading to starter misalignment and ring gear engagement problems. This OE-style replacement block plate solves that issue with the correct geometry for manual transmission applications.

Designed specifically for Ford's 170ci and 200ci inline-6 engines equipped with 136-tooth flywheels and 9-inch clutches, this block plate ensures your 2-bolt starter properly engages the ring gear. The 136-tooth flywheel and 2-bolt starter configuration became standard on these engines starting in 1966 when Ford introduced the larger 9-inch clutch setup for improved torque capacity. This plate maintains the correct starter depth and positioning that Ford originally engineered into these drivetrains.

This block plate replaces Ford part number C6DZ-7007-B and works with Ford bellhousings C6OA-6394-C and C7ZA-6394-A. Fitment includes: 1966 Bronco with 170ci and 200ci engines, 1966-1970 Mustang with 170ci and 200ci engines, 1965-1970 Falcon with 200ci engines, and 1968-1970 Falcon with 170ci engines. Made in the USA to OEM specifications.

What's Included

• Ford inline-6 engine block plate (replaces Ford C6DZ-7007-B)

Key Features

• Direct replacement dust boot for 1966-1970 Ford 200ci inline-6 clutch fork applications
• Seals the bellhousing-to-clutch-fork interface against dirt, moisture, and road debris
• Maintains proper clearance for full clutch fork travel
• Prevents contamination-induced binding and premature wear of release components

Description

A worn or missing clutch fork dust boot lets dirt, moisture, and road grime infiltrate your bellhousing and attack the clutch release mechanism. Over time, contamination causes the fork pivot to bind, accelerates wear on the release bearing and fork fingers, and leads to notchy or incomplete clutch disengagement. This replacement boot restores the factory seal and keeps your shifting smooth.

Designed specifically for 1966-1970 Ford vehicles equipped with the 200ci inline-6 engine, this dust boot matches the original equipment geometry to seat properly in the bellhousing opening and accommodate the full range of clutch fork motion. The correct fit ensures no interference with pedal travel and no gaps that would allow debris entry.

Whether you're freshening up a stock drivetrain or buttoning up a clutch swap, this boot is an inexpensive but essential detail that protects your investment in release components. Don't overlook it during any clutch service.

What's Included

• Clutch fork dust boot (1)

Key Features

• Spring-type design requiring separate anti-rattle spring (MD-C6AZ sold separately)
• 9-inch fork length for proper clutch engagement geometry on 6-cylinder applications
• Direct replacement for Ford OEM C7ZZ-7515-C
• Fits 1967-1968 Mustang and Falcon with 200ci 6-cylinder and 3.03 transmission (built 11/21/66 to 2/15/68)
• Designed for 9-inch clutch assemblies used with flat-style flywheels

Description

The 6-cylinder Mustang and Falcon clutch fork is a unique piece that differs significantly from V8 applications. This 9-inch clutch fork is engineered specifically for Ford's inline-six bellhousing geometry, providing the correct leverage ratio and throwout bearing travel for smooth, reliable clutch engagement. If your original fork is bent, worn at the pivot points, or damaged, this direct replacement restores proper clutch feel and operation.

This is a spring-type fork design, meaning it requires a separate anti-rattle spring (part number MD-C6AZ, sold separately) to retain the fork on the fulcrum and prevent rattling during operation. Without the anti-rattle spring, the fork can come loose from the pivot point, causing engagement problems or potential drivetrain damage. Make sure to order the spring if you don't already have one in good condition.

The C7ZZ-7515-C fork fits 1967 and 1968 Mustang and Falcon models equipped with the 200ci inline-six engine and 3.03 three-speed transmission, specifically vehicles built from November 21, 1966 through February 15, 1968. This fork works with the larger 9-inch clutch assemblies used in conjunction with flat-style flywheels on these applications. Note that earlier 6-cylinder models (1965-1966) may use a different fork design with different mounting geometry.

When servicing the clutch system, inspect the throwout bearing, pivot ball, and clutch linkage components for wear. A new fork paired with worn supporting components won't deliver the smooth engagement and long service life your classic Ford deserves.

What's Included

• Ford 6-cylinder 9-inch clutch fork

Note: Anti-rattle spring (MD-C6AZ) sold separately and required for proper installation.

Key Features

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

Description

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

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

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

What's Included

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

Key Features

• Precision CNC machined from 6061-T6 billet aluminum for exact fitment
• Bellhousing alignment maintained within .001" tolerance
• Ford T5 mounting pattern clocked 7 degrees CCW so tailshaft housing mount sits flat
• Fits late 1965-1966 Ford 200ci 6-cylinder Dagenham bellhousing #C6OA-6394-C
• Compatible with 1983-1993 Ford T5 transmissions (both Non-World Class and World Class)
• MDL logo and part number machined into plate for authenticity verification
• Complete mounting hardware included
• Made in the USA

Description

Installing a modern 5-speed overdrive behind Ford's inline six presents a unique challenge: the late Dagenham bellhousing has its own bolt pattern that doesn't match anything else in the Ford lineup. This precision adapter plate bridges the gap between your 1966-up 200ci 6-cylinder Dagenham bellhousing (casting #C6OA-6394-C) and a 1983-1993 Ford T5 transmission, letting you upgrade to overdrive while keeping your existing bell, clutch, and starter setup intact.

The late Dagenham bellhousing was used behind Ford's 200ci engine and features a bolt pattern distinct from both the early Dagenham (1962-1965) and standard Ford small-block patterns. This adapter is specifically engineered for that late pattern and will not fit early Dagenham bellhousings. Precision CNC machining from 6061 billet aluminum ensures the transmission aligns to the bellhousing within .001"--critical for clutch engagement and bearing life.

The T5 mounting pattern is clocked 7 degrees counter-clockwise, positioning the transmission so the tailshaft housing mount sits flat against your crossmember. This eliminates the driveline angle headaches that come with improper transmission clocking. The 1983-1993 Ford T5 transmissions compatible with this adapter range from early Non-World Class units rated at 265 lb-ft to later World Class versions with upgraded internals rated up to 300 lb-ft--giving your inline six a legitimate overdrive gear for better highway cruising and fuel economy.

Each adapter plate is engraved with the MDL logo and part number so you always know exactly what you have. Made in the USA with precision manufacturing standards that classic Ford builders have relied on for decades.

What's Included

• 6061 billet aluminum adapter plate with 7-degree CCW clocking
• Complete mounting hardware pack
• Installation instructions
• Lifetime technical support

Key Features

• Billet steel construction resists stress cracks and handles higher clamping forces than cast iron
• 22 lb weight reduces rotating mass for improved throttle response
• 136 tooth ring gear for proper starter engagement with large bellhousing applications
• 9 inch flat face clutch pattern (2-27/32 x 7-1/8 inch pressure plate bolt pattern)
• Zero balance design eliminates counterweight calculations during installation
• 6-bolt crankshaft mounting pattern for secure attachment
• Includes new ring gear and clutch alignment dowels
• Made in the USA

Description

Upgrading from a cast iron flywheel to billet steel delivers measurable gains in strength and safety for your Ford 200ci inline-six. Billet steel remains free of the stress cracks that can develop in cast iron under high RPM or aggressive clutch clamping forces, making it the preferred choice for performance builds and spirited street driving. At 22 pounds, this flywheel sheds weight compared to heavier stock units while maintaining enough rotational inertia for smooth engagement and everyday drivability.

The 136 tooth ring gear and 9 inch flat face clutch pattern are designed for Ford 200ci engines equipped with the larger bellhousing and clutch assembly - the same setup found on 1966 and later blocks with the dual bolt pattern configuration. This combination pairs with the deeper 3.03 bellhousing and opens up transmission options including top loader four-speeds and T5 swaps. The flat face design accepts standard 9 inch clutch assemblies with the 2-27/32 x 7-1/8 inch pressure plate bolt pattern.

Zero balance simplifies installation by eliminating the need for external counterweights - just bolt up and go. The 6-bolt mounting pattern ensures secure attachment to the crankshaft, and the included clutch alignment dowels guarantee precise indexing between the flywheel and block. Billet flywheels are machined from solid bar stock rather than cast, allowing tighter tolerances and superior metallurgical consistency throughout the part.

The Ford 200ci inline-six served as the standard engine in Mustangs from 1965 through 1970 and powered Falcons, Mavericks, Comets, Fairmonts, and other Ford and Mercury vehicles through the early 1980s. Made in the USA with precision tolerances for long-lasting performance.

Kit Includes

• Billet steel flywheel with new 136 tooth ring gear
• Clutch alignment dowels

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

Key Features

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

Description

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

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

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

Kit Includes

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

Key Features

• Complete 9" clutch kit for 1967-1973 Ford inline 6-cylinder engines
• Organic/organic friction facings for smooth engagement and extended street life
• 10-spline hub with 1-1/16" input shaft sizing
• Diaphragm-style pressure plate delivers consistent clamping force
• 150 ft-lb torque rating for stock and mild street builds
• Sprung hub design absorbs driveline shock and reduces transmission wear
• Hand-assembled in-house with double-riveted construction
• MD-406-1011 mechanical throw-out bearing included
• Made in the USA with 1-year defect warranty

Description

Quality 9" clutch kits for Ford's inline 6-cylinder engines have historically been nearly impossible to source. MDL's Superior series solves that problem with a precision-engineered, ready-to-install clutch kit designed specifically for 1967-1973 Ford inline sixes using the 9" bellhousing and clutch pattern.

The clutch disc features organic friction material on both sides, delivering the smooth, progressive engagement characteristics that street-driven cars demand. Unlike aggressive race compounds that chatter and grab, this organic setup provides predictable pedal feel and extended service life under daily driving conditions. The diaphragm-style pressure plate maintains consistent clamping force throughout the engagement range, eliminating the uneven wear and hot spots common with older 6-spring designs.

Every Superior clutch disc is hand-assembled in MDL's facility with double-riveted construction to ensure maximum durability and flawless operation. The sprung hub design absorbs driveline harmonics and reduces shock loads transmitted to the transmission input shaft. The included MD-406-1011 mechanical throw-out bearing is pre-selected for proper release travel and load capacity with this specific pressure plate.

This kit fits 1967-1973 Ford inline 6-cylinder applications using the 9" clutch pattern with a 10-spline, 1-1/16" input shaft. When paired with MDL's MD-LBS-136 flywheel, three alignment pins are included for streamlined installation. Made in the USA and backed by a 1-year defect warranty with lifetime technical support.

Kit Includes

• 9" diaphragm-style pressure plate
• 9" organic clutch disc (10-spline x 1-1/16" hub, sprung center)
• MD-406-1011 mechanical throw-out bearing
• Pilot bushing
• Clutch alignment tool
• Installation and break-in instructions
• 1-year defect warranty
• Lifetime technical support

Key Features

• Kevlar/Organic dual-friction disc - Kevlar on flywheel side for heat resistance, organic on pressure plate side for smooth engagement
• 9in diaphragm pressure plate - delivers higher clamping force than Long-style 3-finger design with lighter pedal effort
• 10-spline x 1-1/16in hub with sprung center - reduces drivetrain shock and chatter
• 200 ft-lb torque capacity - engineered for performance street applications
• Hand-assembled in-house at MDL - double-riveted construction for durability and quality control
• Complete ready-to-install kit - includes MD-406-1011 mechanical throwout bearing and pilot bushing
• Made in the USA with 1-year defect warranty

Description

Ford inline 6-cylinder engines from 1966-1973 used a 9in clutch, but finding a performance replacement that balances pedal feel and holding power has always been a challenge. This MDL Superior clutch kit solves both problems with a diaphragm pressure plate that delivers greater clamping force than conventional Long-style 3-finger clutches - yet without the heavy pedal effort those coil-spring designs require.

The Kevlar/Organic dual-friction disc combines nearly 100-percent Kevlar surfaces on the flywheel side for exceptional grip and heat tolerance with organic material on the pressure plate side for smooth, streetable engagement. Unlike many clutches that advertise Kevlar content but contain only 10-20 percent, Superior discs are built with genuine Kevlar concentration for durability under hard driving. This combination is optimum for performance street and occasional track use where you need reliable power transfer without the harshness of full-race ceramic materials.

All Superior clutches are hand-assembled in-house with absolute care using the finest components available. Each disc is double-riveted to prevent separation under abuse and inspected before shipping. The sprung hub design dampens drivetrain vibrations for smoother operation and longer transmission life, while the diaphragm pressure plate's Belleville spring provides consistent static pressure regardless of engine RPM.

This kit fits 1966-1973 Ford inline 6-cylinder engines with diaphragm-style bellhousings. Designed for mechanical clutch release systems. Requires 9in flywheel with Long bolt pattern. Made in the USA and backed by MDL's 1-year defect warranty with lifetime technical support.

Kit Includes

• Superior 9" diaphragm pressure plate with Long bolt pattern
• Kevlar/Organic clutch disc with 10-spline x 1-1/16in sprung hub
• MD-406-1011 mechanical throwout bearing
• Pilot bushing
• Clutch alignment tool
• Installation and break-in instructions
• 1-year defect warranty
• Lifetime technical support

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

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

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

What's Included

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

T5 Crossmember | 1965-1966 Mustang | E-Brake Bracket Included

Key Features

• Heavy-duty steel construction, laser-cut and CNC bent for precise fitment
• Integrated e-brake cable bracket positions routing in factory-correct location
• Engineered for maximum exhaust clearance -- no header interference
• Designed specifically for convertible applications
• Stock-like appearance maintains OE aesthetics under the car
• Black powder coat finish for long-lasting corrosion resistance
• Complete sub-frame mounting hardware included
• Made in the USA

Description

Converting your '65-'66 Mustang to a T5 five-speed requires more than just swapping transmissions -- you need a crossmember designed for the T5's unique mounting points. The factory crossmember won't work because the mounting points for the T5 are different than the OE manual transmission and automatic C4. This precision-engineered crossmember solves the fitment challenge with heavy-duty steel construction that's laser-cut and CNC bent for perfect alignment with your Mustang's factory sub-frame mounting locations.

The engineering behind this crossmember addresses real-world installation challenges. Maximum exhaust clearance prevents header interference that plagues generic solutions. The integrated e-brake bracket positions your parking brake cable routing exactly where Ford intended, eliminating the binding and adjustment issues common with aftermarket setups that force you to improvise cable routing.

Built from heavy-duty steel with precision laser cutting and CNC forming, this crossmember delivers the structural integrity your drivetrain demands. Convertible-specific design ensures proper support without compromising any body-specific clearances. The black powder coat finish provides durable corrosion protection while maintaining a stock appearance that looks right on a restored or resto-mod build.

Direct replacement for 1965-1966 Ford Mustang applications with 1983-1993 Ford T5 transmissions. Works with both hardtop and convertible body styles. Made in the USA with lifetime technical support from MDL.

Kit Includes

• Heavy-duty steel T5 crossmember with black powder coat finish
• Integrated e-brake cable bracket
• Complete sub-frame mounting hardware
• Installation instructions
• Lifetime technical support

Key Features

• OE-style replacement compatible with C4DZ-6068-A applications
• Precision-welded steel bracket with protective coating for corrosion resistance
• Rubber insulator dampens vibration without transmitting harshness to the chassis
• Direct fit for T5, TKO, TKX, and Toploader manual transmissions, plus C4 automatics
• Compatible with mid-1960s and later Ford vehicles and 1977-up F-Series trucks

Description

Maintaining proper driveline angle is critical for smooth operation, reduced vibration, and long-term drivetrain component life. Whether you're swapping to a modern overdrive transmission or replacing a worn-out factory mount, this precision-engineered transmission mount delivers OE-quality fit and durability for multiple Ford transmission applications.

The precision-welded steel bracket provides a solid, secure mounting point while the protective coating guards against corrosion over the long haul. Unlike polyurethane mounts that can transmit drivetrain vibration directly into the chassis and cabin, this mount uses a rubber insulator that effectively dampens vibration for a quieter, more comfortable driving experience. It's the factory-style approach for a reason.

This mount fits T5, TKO, TKX, and Ford Toploader 4-speed manual transmissions as well as C4 automatics. Application coverage includes mid-1960s and newer Ford vehicles plus 1977-up F-Series trucks. Requires MD-201-Mount 1101 hardware kit, sold separately.

Made with quality materials and precision manufacturing for applications demanding proper fit and reliability.

What's Included

• Precision-welded steel transmission mount bracket with protective coating
• Rubber insulator for vibration dampening

Note: Hardware kit (MD-201-Mount 1101) sold separately.

Key Features

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

Description

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

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

Kit Includes

• 17-tooth speedometer driven gear, white plastic

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

Key Features

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

Description

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

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

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

Kit Includes

• 18-tooth yellow speedometer driven gear

Key Features

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

Description

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

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

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

What's Included

• One 19-tooth speedometer driven gear (pink)

Key Features

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

Description

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

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

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

What's Included

• One 20-tooth driven speedometer gear (black)

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

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

Kit Includes

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

Key Features

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

Description

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

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

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

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

Kit Includes

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

Key Features

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

Description

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

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

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

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

What's Included

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

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

Key Features

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

Description

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

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

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

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

Kit Includes

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

Key Features

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

Description

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

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

Kit Includes

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

Key Features

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

Description

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

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

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

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

What's Included

• Chrome shift boot bezel/retainer - steel construction

Key Features

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

Description

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

What's Included

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

Key Features

• 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

• 28-spline internal configuration matches Ford T5 and other 28-spline output shaft transmissions
• 1100 series U-joint dimensions: 2-inch diameter x 1-inch bearing caps
• Cast steel construction for durability and strength in drivetrain applications
• 200 ft-lbs torque rating—appropriate for inline six-cylinder power levels
• Purpose-built for classic Ford inline 6-cylinder T5 five-speed conversions
• Direct fit for Mustangs, Falcons, and Fairlanes running original 6-cylinder driveshafts

Description

Swapping a modern T5 five-speed into your classic Ford inline six-cylinder? This cast steel slip yoke bridges the gap between your new transmission and the existing driveshaft. The 1100 series U-joint is the standard configuration for six-cylinder Ford drivelines of this era—matching the smaller-diameter driveshaft tubes found in Mustangs, Falcons, and Fairlanes that originally came with inline sixes.

The 28-spline internal bore slides directly onto Ford T5 output shafts and other transmissions with 28-spline outputs, eliminating the guesswork of matching spline counts during your conversion. The 1100 series U-joint features 2-inch diameter with 1-inch bearing caps—sized appropriately for six-cylinder torque levels and compatible with factory driveshafts from these applications.

Cast steel construction delivers the durability expected in drivetrain components while keeping cost reasonable for restoration and conversion projects. Rated at 200 ft-lbs of torque capacity, this yoke handles the output of built inline sixes without being overkill for the application. If you are upgrading from a three-speed manual or automatic in your '60s-era Ford six-cylinder car, this is the yoke that completes the driveline.

What's Included

• Cast steel slip yoke—28-spline internal bore
• 1100 series U-joint with 1-inch bearing caps

Key Features

• 28-spline output shaft fitment for Ford T5, C4, Toploader, AOD, and AODE transmissions
• 1310 series universal joint compatibility with 1-1/16" bearing caps
• 6" overall length - short version for proper driveshaft geometry
• Cast steel construction for durability in street and performance applications
• Intentionally missing spline tooth allows transmission oil to circulate freely
• Manufactured by Neapco to OEM specifications

Description

The slip yoke is the critical link between your transmission output shaft and driveshaft - it has to match both ends perfectly or you're fighting vibration, binding, or accelerated wear. This Neapco 28-spline slip yoke solves the compatibility challenge for Ford drivetrains running T5 manual, C4 automatic, Toploader 4-speed, AOD, or AODE transmissions with 1310 series driveshafts.

At 6" overall length, this is the short variant designed for applications where existing driveshaft length is correct or close to correct. The cast steel body handles the torque demands of modified Ford powertrains while maintaining precise spline engagement with the transmission output shaft. The 1-1/16" bearing cap diameter fits standard 1310 series universal joints, making driveshaft service and U-joint replacement straightforward.

One detail you'll notice: there's a single tooth intentionally missing from the spline. This isn't a defect - it's engineered to allow transmission fluid to circulate freely within the yoke, preventing hydraulic lock and ensuring smooth operation. Neapco builds these yokes to tight tolerances for vibration-free performance.

A critical note for T5 conversions: if you're swapping from a C4 automatic or Toploader 4-speed, your existing driveshaft can often be reused if it's in good condition. However, C4 and Toploader driveshafts are typically too long for T5 applications and require cutting, re-welding, and rebalancing. Do not use this short yoke expecting it to compensate for incorrect driveshaft length - get the geometry right first. MDL provides a measuring guide to help you determine proper driveshaft dimensions for your application.

What's Included

• One 28-spline slip yoke, cast steel construction
• 1310 series U-joint mounting provision (1-1/16" caps)
• Access to MDL slip yoke measuring guide
• MDL lifetime technical support