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

• Cast aluminum construction - lightweight with excellent heat dissipation
• Direct bolt-on to 6-bolt Ford small blocks (289, 302, 351W, 351C, 5.0L) - no adapters required
• 157-tooth flywheel compatibility only - sized specifically for this ring gear configuration
• Compatible with cable and hydraulic clutch actuation (internal or external slave cylinders)
• Requires diaphragm-style pressure plate
• 4.850-inch bore diameter with 6.925-inch depth
• Includes pivot ball and washer for immediate installation
• Manufactured using Ford original tooling for OEM-spec fitment
• Made in the USA

Description

When you need to mate a Ford small block to a Borg Warner/TREMEC T5 transmission in your '83-'93 Mustang, or other cars, this cast aluminum bellhousing delivers a direct bolt-on solution without adapters, shims, or guesswork. Whether you're restoring a Fox-body five-speed to factory spec or swapping from an automatic, this bellhousing provides proper transmission alignment and clutch geometry straight out of the box.

Engineered specifically for the Ford 6-bolt small block pattern (289, 302, 351W, 351C, and 5.0L), this bellhousing is sized for 157-tooth flywheels only - ensuring correct ring gear engagement and starter alignment. The 4.850-inch bore and 6.925-inch depth accommodate standard clutch assemblies, while the machined register bore maintains concentricity for smooth clutch operation and extended bearing life. Note that this bellhousing requires a diaphragm-style pressure plate.

Clutch actuation flexibility is built in: run the factory Fox-body cable setup, upgrade to a hydraulic system with either internal or external slave cylinders, or use mechanical linkage with the appropriate fulcrum adapters. The included pivot ball and washer let you install the clutch fork immediately without hunting for hardware.

This is the same bellhousing sold under TREMEC part numbers TTEP8640 (legacy) and TTKT18087 (current), as well as Ford Racing M-6392-E. Manufactured using Ford original tooling, it serves as a direct replacement for OEM part numbers E3ZR6394AA and E6ZR-6394-AA. Cast aluminum construction saves weight over iron while dissipating heat more effectively during spirited driving.

What's Included

• Cast aluminum T5 bellhousing
• Hardened steel pivot ball
• Pivot ball washer
• Installation hardware
• Lifetime technical support

Features:

• Lightweight Cast Aluminum Design Similar to Original Equipment Bellhousings
• Lower Cost Option for Projects that do not Require a Steel SFI Rated Unit
• Direct Fit for 6-Bolt Block 289, 302, 351W or 351C Engine using a Ford Style T-5 Transmission
• Direct Fit for 6-Bolt Block 289, 302, 351W or 351C Engine using a Ford Style T5 Transmission
• Designed for Hydraulic or Cable Clutch Actuation
• Designed for 157 Tooth Flywheel and 10.5-inch Clutch to Maintain the Most Swap-Friendly Dimensions
• Includes Block Plate for a Complete Fitment Solution
• Includes Block Plate for a Complete Fitment Solution (With A 4.084 Inch Starter Register)
• Kit Includes Bellhousing Bolt Kit, Pivot Ball and Clutch Fork Cover

Key Features

• Spin-formed high-grade steel construction work-hardens to over 80,000 PSI -- more than twice the strength of rolled or stamped steel bellhousings
• 6.925-inch bellhousing depth with universal 4.850/4.910-inch transmission bore
• Requires 157-tooth flywheel with maximum 10.5-inch clutch diameter
• Approximately 20 lbs. -- lightweight design without sacrificing protection
• Universal fit bellhousing (not vehicle-specific) -- ideal for engine swaps and custom builds
• Compatible with mechanical, cable, or hydraulic clutch release systems
• Non-SFI certified (not legal for quarter-mile times of 11.49 or faster)
• 100% made in the USA

Description

Eliminate bellhousing flex and the accelerated drivetrain wear that comes with it. The QuickTime RM-6060 steel bellhousing connects Ford small block engines (289, 302, 351C, 351W) to Ford T5 Mustang, TKO 500/600, TKX, or TR3550 transmissions using standard-length input shafts. Unlike cheaper alternatives made from rolled or stamped steel, QuickTime's unique spin-forming process creates a cone that maintains perfect engine-to-transmission alignment throughout the entire RPM range.

The engineering advantage is measurable: high-grade steel that work-hardens to over 80,000 PSI delivers more than twice the strength of competing steel bellhousings while keeping weight down to approximately 20 pounds. This rigidity translates directly to reduced input shaft wear, consistent clutch engagement, and improved power transfer. The bellhousing is 6.925 inches deep with a universal transmission bore of 4.850/4.910 inches, designed for use with 157-tooth flywheels and clutches up to 10.5 inches.

This is a universal-fit bellhousing -- not vehicle-specific -- making it ideal for engine swaps, restomod builds, and custom applications where the factory bellhousing won't work. Universal shifter fork brackets accommodate mechanical, cable, or hydraulic clutch linkages. Note that transmission mounting bolts are not included. QuickTime holds patents on 16 points of bellhousing design and process, with input from OEM engineers, engine builders, transmission builders, and racers. Made in the USA.

Important: This bellhousing is NOT SFI certified. Many sanctioning bodies require SFI 6.1 certification for cars running 11.49 or faster in the quarter mile. If you need SFI certification, see QuickTime RM-6065.

Kit Includes

• QuickTime RM-6060 steel bellhousing with black painted finish
• Full engine block plate
• Pivot ball
• Universal shifter fork brackets (for diaphragm or cable-operated linkage)
• Grade 8 mounting bolts (engine side)
• Installation instructions
• MDL lifetime technical support

Key Features

• SFI 6.1 certified - required for quarter-mile times of 11.49 seconds or faster
• Spun cone construction - not rolled or stamped - for maximum dimensional stability and accuracy
• High-grade steel work hardens to over 80,000 PSI strength
• Over twice the strength of other steel bellhousings at only 22 pounds
• Universal transmission bore: 4.850/4.910 inches
• 6.925-inch bellhousing depth
• Uses 157-tooth flywheel with clutches up to 10.5 inches
• Universal fit - not vehicle specific
• Compatible with cable, hydraulic, or mechanical clutch release
• Pivot ball and fork brackets included
• 100% made in the USA

Description

When you're running deep into the 11s or faster, track officials aren't going to let you stage without an SFI-certified bellhousing. The QuickTime RM-6065 delivers that certification while solving another critical problem: bellhousing flex. Lesser bellhousings made from rolled or stamped steel distort under load, causing accelerated wear on your input shaft, pilot bearing, and clutch assembly. QuickTime's patented spin-forming process creates a bellhousing that maintains perfect engine-to-transmission alignment throughout the entire RPM range.

The difference is in the manufacturing. QuickTime cones are spun rather than rolled or stamped, resulting in the most dimensionally stable bellhousing on the market. This high-grade steel construction work hardens to over 80,000 PSI - more than twice the strength of conventional steel bellhousings - while keeping weight down to just 22 pounds. The compact design provides clearance for headers without requiring tunnel modifications.

The RM-6065 connects 6-bolt small block Ford engines (289, 302, 351W, 351C) to Ford-pattern T5 (standard-length input shaft), TR3550, TKO 500/600, or TKX transmissions. The universal 4.850/4.910-inch transmission bore accommodates all these gearboxes, while the 157-tooth flywheel compatibility and 10.5-inch maximum clutch diameter handle serious power. Universal fork brackets work with diaphragm or cable-operated linkage, and the bellhousing accepts cable, hydraulic, or mechanical clutch release systems.

This is a universal fit bellhousing - not vehicle specific - making it ideal for swaps, restorations, and custom builds where you need proven SFI 6.1 protection without compromise. Proudly made in the USA with patents on 16 points of bellhousing design and process.

Kit Includes

• QuickTime RM-6065 steel bellhousing with black finish
• Full engine block plate
• Pivot ball
• Fork brackets
• Grade 8 mounting hardware
• Installation instructions

Note: Transmission mounting bolts not included.

Key Features

• 0.080-inch thick steel construction -- equivalent to OEM Ford Racing M-7007-B specifications
• Clear zinc plating prevents rust and provides superior corrosion resistance versus unplated steel
• 6-bolt mounting pattern matches Ford Small Block engine configuration
• 157-tooth flywheel ring gear compatibility for T5, TKO, and TKX transmissions
• Positions starter to ensure proper starter drive to flywheel ring gear alignment
• Direct bolt-on installation -- no modifications required to engine block or bellhousing
• Works with MDL aluminum bellhousings MD-401-1101 (T5) and MD-401-1401 (TKO)

Description

Block plates solve a critical alignment issue in manual transmission swaps and rebuilds. These metal plates sit between your engine block and transmission bellhousing, positioning the starter to ensure proper starter drive engagement with your flywheel ring gear. Without the correct plate for your flywheel tooth count, the starter pinion may crash into the ring gear or fail to engage entirely -- causing starter kickout, flywheel damage, or both.

This MDL block plate is engineered to OEM Ford Racing M-7007-B specifications, manufactured from 0.080-inch thick steel for maximum strength and longevity. The clear zinc plating sets it apart from unfinished factory-style alternatives -- protecting against rust and corrosion in harsh engine bay environments while providing a cleaner, more finished appearance. The plate also helps contain flywheel or clutch breakage, adding an extra layer of safety to your drivetrain.

The 6-bolt mounting pattern fits Ford Small Block engines including 289, 302, 351W, and 5.0L applications. Designed specifically for 157-tooth flywheel configurations, this plate ensures correct starter indexing when paired with T5, TKO, or TKX transmissions. Works seamlessly in front of MDL's aluminum bellhousings for T5 (MD-401-1101) and TKO (MD-401-1401) applications. Installs easily with no modifications to your engine block or bellhousing.

What's Included

• 1x Block plate -- 0.080-inch thick steel with clear zinc plating

Key Features

• Grade 8 fasteners with black phosphate and oil finish for corrosion resistance
• Complete hardware set eliminates hunting for individual bolts at the hardware store
• Designed specifically for Ford T5 transmissions paired with aluminum bellhousings
• Professional-grade strength for reliable transmission mounting

Description

Nothing derails a transmission swap faster than missing or mismatched hardware. This complete install hardware kit delivers all the fasteners needed to properly secure your Ford T5 transmission to an aluminum bellhousing, saving you from the frustration of chasing down individual bolts with oddball thread pitches and head sizes.

Every fastener in this kit is Grade 8 construction, providing superior tensile strength compared to factory hardware or generic hardware-store bolts. The black phosphate and oil treatment delivers excellent corrosion resistance, ensuring your installation hardware won't rust out and compromise critical mounting points over time. These fasteners are purpose-built for this application - no sorting through bins at the hardware store trying to find the right combination of thread pitch, length, and head size.

Whether you're completing a T5 swap, refreshing a tired installation, or replacing hardware that was lost or damaged during a teardown, this kit gets you back to wrenching instead of hunting parts. Compatible with Ford T5 transmissions and aluminum bellhousing applications across most Ford platforms.

What's Included

• Complete set of Grade 8 fasteners with black phosphate and oil treatment
• All necessary mounting hardware for Ford T5 to aluminum bellhousing installation

Key Features

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

Description

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

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

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

What's Included

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

Key Features

• Direct-fit replacement for 1979-1993 Fox-Body Mustang cable-style bellhousings
• Compatible with both factory cable actuation and external hydraulic slave cylinder setups
• Works with TREMEC T5, TKO, and 1993 & earlier Windsor T56 transmissions
• Correct 9 o'clock fork position specific to Fox-Body applications - not interchangeable with SN95 forks
• Proper pivot point geometry for reliable clutch engagement

Description

When you're building or maintaining a Fox-Body Mustang with a manual transmission, using the correct clutch fork isn't optional - it's critical. This clutch lever is specifically engineered for 1979-1993 Mustangs and delivers the proper pivot geometry required for clean, consistent clutch engagement with cable-style bellhousings.

The Fox-Body clutch fork positions at the 9 o'clock location when viewed from the rear of the bellhousing - a distinctly different orientation than the SN95's 7 o'clock position. This isn't just a cosmetic difference: the lever length and pivot points are purpose-built for Fox applications. Using the wrong fork creates severe cable angle problems, premature cable wear, and inconsistent clutch feel. SN95 forks are longer with different pivot spacing and cannot be substituted.

This fork works equally well whether you're running the original cable actuation or upgrading to an external hydraulic slave cylinder. When paired with external hydraulics, the fork operates as a pusher instead of the traditional cable pull - eliminating the stretching, snapping, and binding issues that plague factory clutch cables over time. The result is smoother pedal effort and more reliable engagement, especially with high-performance clutches.

Compatible with 1979-1993 Mustang applications running TREMEC T5, TKO, or 1993 & earlier Windsor T56 transmissions. Requires a compatible cable-style small-block bellhousing for proper fitment.

What's Included

• One (1) clutch fork/lever for 1979-1993 Fox-Body Mustang

Key Features

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

Description

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

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

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

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

Kit Includes

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

Key Features

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

Description

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

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

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

Kit Includes

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

Key Features

• Billet steel construction weighing just 28 lbs
• 157 tooth ring gear for compatibility with small bellhousings and starters
• Zero balance (internally balanced) for stroker motors and Ford Racing crate engines
• Dual clutch bolt patterns for 10" and 10.5" diaphragm clutch assemblies
• 6-bolt crankshaft mounting pattern for direct Ford small block fitment
• Clutch alignment pins included for precision disc positioning
• Made in the USA

Description

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

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

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

Kit Includes

• Lighten Billet Steel Flywheel (28 lbs)
• Clutch alignment pins

Key Features

• SFI certified billet steel construction for high-RPM safety and durability
• 157-tooth ring gear for classic Ford small block applications
• Zero balance (internally balanced) - no external counterweight required
• Dual clutch pattern: 10" long and 10.4" metric diaphragm compatible
• 6.00" clutch damper counter-bore diameter
• 6-bolt crankshaft mounting pattern
• Weight: 28 lbs
• Pre-installed metric alignment pins for 10.4" clutch setup
• Made in the USA with US-milled steel

Description

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

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

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

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

Kit Includes

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

Key Features

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

Overview

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

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

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

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

What's Included

• Lighten billet steel flywheel (28 lbs)
• 157-tooth ring gear (installed)
• Clutch alignment pins

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

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

• Billet steel construction - stronger than cast iron, resists stress cracking at high RPM
• 50oz external balance - correct for factory 1981-1995 Ford 5.0L Windsor engines
• Dual clutch pattern - accommodates both 10.5" metric diaphragm and 10" long-style pressure plates
• 157-tooth ring gear for high-performance starter applications
• 6-bolt crankshaft mounting pattern
• 6.00" clutch damper counter-bore
• Metric alignment pins pre-installed - eliminates installation guesswork
• Made in the USA with domestically-milled steel

Description

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

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

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

What's Included

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

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

Key Features

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

Description

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

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

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

Kit Includes

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

Key Features

• 10.4" metric bolt pattern with integral dowel pins for precise flywheel alignment
• Diaphragm pressure plate delivers consistent clamping force with smooth pedal feel
• Organic/organic disc facings for progressive engagement and long service life
• 10 x 1-1/16" splined hub fits stock 10-spline input shafts
• Sprung hub design dampens driveline vibration and protects synchronizers
• 225 lb-ft torque rating handles stock 5.0L output plus moderate bolt-ons
• Hand-assembled in-house with double-checked tolerances before shipping
• 1-year free-from-defect warranty with lifetime tech support

Description

Ford's '86-'95 Mustang 5.0L introduced the metric clutch system, and that unique bolt pattern stops plenty of builders in their tracks. This MDL Superior clutch set solves the fitment puzzle with a complete kit engineered specifically for the 10.4" metric bolt pattern with integral dowel pins found on these applications.

The diaphragm-style pressure plate sits at the heart of this kit, providing even clamping pressure across the entire friction surface. Unlike long-style clutches that rely on coil springs, the diaphragm design eliminates hot spots and maintains consistent pedal feel throughout the disc's service life. The organic/organic friction material delivers the smooth, progressive engagement that daily drivers and weekend cruisers demand--no grabby on-off engagement that makes stop-and-go traffic miserable.

The sprung hub construction dampens torsional vibration between the engine and transmission, protecting synchronizers and reducing gear rattle at idle. With a 225 lb-ft torque rating, there's headroom for bolt-on modifications while maintaining streetable manners. The 10 x 1-1/16" splined hub fits stock 10-spline input shafts found in factory T-5 transmissions.

Compatible with 1986-1995 5.0L applications using cable-actuated throwout bearings. Every Superior clutch kit is hand-assembled at MDL's Caldwell, Idaho facility and inspected before shipping. Made in the USA.

What's Included

• Diaphragm pressure plate with 10.4" metric bolt pattern
• 10.4" clutch disc with organic/organic facings and sprung hub
• Cable-actuated throwout bearing
• Pilot bearing
• Clutch alignment tool
• Installation and break-in instructions
• Lifetime technical support

Key Features

• Kevlar facing on flywheel side, organic on pressure plate side for balanced grip and smooth engagement
• 10-spline, 1-1/16-inch hub for Ford 10.4" metric pattern applications
• 300 lb-ft torque capacity rated for Performance Street Plus use
• Hand-assembled in-house with double-riveted construction for quality assurance
• Diaphragm pressure plate with 8mm metric bolt pattern and alignment dowels
• Sprung hub disc absorbs drivetrain shock for street-friendly manners
• Cable-style throwout bearing included for direct installation
• Backed by 1-year free-from-defect warranty
• Made in the USA

Description

This Superior clutch set delivers the ideal balance between holding power and street driveability for Ford applications using the 10.4" metric bolt pattern. The hybrid facing configuration puts Kevlar on the flywheel side for increased grip and heat resistance, while the organic facing on the pressure plate side ensures smooth, progressive engagement without the chatter associated with aggressive racing clutches. This combination makes the clutch ideal for Performance Street Plus applications where you need 300 lb-ft torque capacity without sacrificing daily-driver manners.

The engineering behind this facing combination is deliberate. Kevlar provides approximately twice the service life of standard organic materials while maintaining excellent heat dissipation characteristics. Pairing it with organic on the opposite side moderates engagement behavior, giving you confidence at stoplights and in parking lots while still delivering when you need to put the power down. The sprung hub design further smooths engagement and absorbs drivetrain shock.

MDL's Superior line clutches are hand-assembled in-house rather than mass-produced overseas. Every disc is double-riveted and inspected for exacting tolerances before it goes in the box. The included cable-style throwout bearing, pilot bearing, and alignment tool mean you have everything needed for a complete installation. The diaphragm pressure plate uses 8mm metric fasteners with three alignment dowels in the Ford 10.4" metric pattern.

Compatible with Ford vehicles using the 10.4" metric flywheel pattern and 10-spline transmission input shafts. Made in the USA with MDL's commitment to precision manufacturing and backed by lifetime technical support.

What's Included

• Diaphragm pressure plate with 8mm metric bolt pattern
• Clutch disc with Kevlar/organic facings, sprung hub, 10-spline x 1-1/16" center
• Cable-style throwout bearing
• Pilot bearing
• Clutch alignment tool
• Installation and break-in instructions
• 1-year free-from-defect warranty
• Lifetime technical support

Key Features

• Premium-grade 8740 chromoly construction hardened to 180,000 PSI tensile strength
• 8mm x 1.25 thread size with 10mm hex head for proper socket access
• Black oxide finish for corrosion resistance and professional appearance
• Application-specific design ensures optimum grip length for Ford 302/351W engines
• Large diameter, low profile design increases clamping force over stock hardware
• Complete kit includes washers for proper installation
• Set of 6 bolts replaces all factory pressure plate fasteners

Description

The importance of pressure plate bolts in racing or high-performance street applications cannot be emphasized nearly enough. These fasteners play a key role in both the performance and safety of a vehicle. Factory pressure plate bolts are notorious weak points that can stretch or fail under power, leading to clutch slippage, pressure plate distortion, or catastrophic failure. When you're building serious power, the last thing you want is substandard hardware compromising your drivetrain.

ARP engineered these High Performance Series bolts specifically for 1986-1995 Ford 302 and 351 Windsor applications. Each bolt is forged from premium-grade 8740 chromoly steel and heat-treated prior to thread rolling and machining, achieving a nominal tensile strength of 180,000 PSI. The application-specific design ensures optimum grip length for your Ford V8, eliminating the guesswork that comes with generic hardware.

The 8mm x 1.25 threading matches factory specs while delivering vastly superior strength. Each bolt features a hex head design with 10mm socket access for easy installation and removal. The black oxide finish provides corrosion resistance while maintaining a clean appearance under the hood. The large diameter, low profile design increases clamping force compared to stock bolts, reducing the risk of pressure plate flex under high-load conditions.

Fits all 1986-1995 Ford applications equipped with 302 or 351W engines, including Mustang 5.0L, F-150 trucks, Bronco, E-Series vans, and Crown Victoria. Kit includes six pressure plate bolts with washers for complete replacement of all factory fasteners.

What's Included

• 6 x ARP pressure plate bolts (8mm x 1.25, 10mm hex head, black oxide finish)
• 6 x Washers

Key Features

• Removable pivot shaft eliminates the need to move or disassemble the pedal support during installation
• Works with all factory pedal supports - both automatic and manual transmission configurations
• No replacement brake pedal needed - simply trim the left end of the automatic brake pedal pad
• Laser-cut from quality materials with CNC bends for precise fit and clean appearance
• Durable powder coat finish for corrosion resistance and factory-quality looks
• Includes pedal spring pivot point
• Made in the USA

Description

Anyone who's wrestled a clutch pedal into a '67-'68 Mustang or Cougar knows the factory design creates an installation headache - the original one-piece pivot shaft requires moving or removing the entire pedal support bracket just to get the pedal in place. This OEM-replacement clutch pedal solves that problem with a removable pivot shaft that lets you install the pedal without disturbing the support bracket already mounted under the dash.

The engineering is straightforward: slide the pedal into position, then insert and secure the pivot shaft from the side. This two-piece design dramatically simplifies installation whether you're replacing a worn factory clutch pedal or converting an automatic car to manual. The pedal is designed to work with all factory pedal supports, so you can reuse your existing bracket regardless of whether the car originally came with an automatic or manual transmission.

When converting from automatic, the stock brake pedal is simply trimmed on the left side to create clearance for the clutch pedal - no need to source a separate manual-transmission brake pedal. Laser-cut construction with CNC bends ensures the pedal matches factory dimensions and pivot geometry, while the powder coat finish provides long-lasting durability and a clean appearance that matches restored or restomod interiors.

Note: When using with a clutch cable or hydraulic clutch release system, the pedal return spring is not used. For mechanical Z-bar linkage setups, the included spring pivot point provides the factory return-spring attachment location.

What's Included

• Clutch pedal assembly with removable pivot shaft
• Pedal spring pivot point

Key Features

• Direct replacement for Ford C7ZZ-7583-B clutch pedal bumper
• Snap-in installation to clutch pedal support bracket - no tools required
• Sets correct clutch pedal height and limits over-travel
• Cushions pedal return to eliminate clunk and harsh contact noise
• Direct-fit for '67-'68 Mustang and Cougar applications

Description

A worn, cracked, or missing clutch pedal stop creates annoying clunks on every shift and throws off your pedal geometry. This rubber clutch pedal stop replaces the original Ford C7ZZ-7583-B bumper that deteriorates after decades of use, restoring proper pedal function to your '67-'68 Mustang or Cougar.

The rubber stop mounts in the clutch pedal support bracket where it serves two critical functions: it sets the correct pedal height at rest and cushions the pedal's return travel to eliminate metal-on-metal contact noise. Without this stop, your clutch pedal can over-travel past its intended rest position, leading to inconsistent engagement feel, accelerated linkage wear, and that telltale clunk every time you release the clutch.

Installation takes seconds - the rubber stop simply snaps into place on the pedal support bracket with no tools or modifications required. This is a direct reproduction of the original Ford component, ensuring correct fit and factory-intended pedal positioning on your classic Mustang or Cougar clutch assembly.

What's Included

• One rubber clutch pedal stop (replaces Ford C7ZZ-7583-B)

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

Key Features

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

Description

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

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

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

Kit Includes

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

Key Features

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

Description

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

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

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

Kit Includes

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

Key Features

• High-strength, wear-resistant nylon construction outlasts original bushings
• 5/8" length matches original Ford B7AZ-2471-A specifications
• Fits 5/8" OD pedal pivot shafts
• Works in both clutch and brake pedal assemblies
• Manual transmission cars require six bushings; automatics require four
• Fits 1960-2004 Ford Mustang, Cougar, Fairlane, Falcon, and many Ford applications

Description

Worn pedal bushings create sloppy, imprecise pedal feel that only gets worse with every drive. This high-strength nylon bushing restores tight, responsive pedal action by eliminating the play and binding that develops when original bushings deteriorate over decades of use.

Made from durable, wear-resistant plastic, this bushing handles the constant pivoting forces of clutch and brake pedal operation without cracking or wearing out prematurely. The precise 5/8" length matches the original Ford B7AZ-2471-A specification for correct pedal geometry and feel.

This bushing works in both clutch and brake pedal assemblies that share the same 5/8" OD pivot shaft. Manual transmission cars require six bushings total—four in the common pivot shaft plus two additional at the clutch pedal. Automatic cars need four bushings. Note that '67 and later Mustangs with power brakes only require two bushings at the clutch pedal, since the power brake lever pivots on a separate shaft.

Direct replacement for Ford part number B7AZ-2471-A. Fits 1960-2004 Ford applications including Mustang, Cougar, Fairlane, Falcon, and many others. 

** For GM application see part number MD-402-1009

What's Included

• One high-strength nylon pedal shaft bushing (5/8" length)

Key Features

• Steel roller bearings replace failure-prone factory plastic bushings
• Reduces clutch pedal effort and delivers smoother, more consistent pedal travel
• Zinc-plated pivot supports clip directly into factory pedal hanger openings
• Includes reinforcement washer for worn pedal hangers - weldable for permanent repair
• Direct replacement for Ford part number C5ZZ-2478-RB
• Fits 1965-1973 Mustang plus many other 1960s-70s Ford applications

Description

Factory plastic pedal bushings are one of the most common failure points in classic Mustang clutch systems. They wear quickly, creating sloppy pedal feel, increased effort, and inconsistent clutch engagement. This roller bearing kit permanently solves that problem by replacing those soft plastic pieces with steel roller bearings that deliver smooth, precise pedal action for years.

The roller bearing design dramatically reduces friction at the pivot point, translating directly to lighter pedal effort and more tactile clutch feel. Instead of fighting a sticky, binding pedal during spirited driving, you get consistent engagement every time. The zinc-plated roller bearing supports clip directly into your existing factory mounting points, maintaining OEM appearance while delivering superior durability.

For pedal hangers that show wear from years of use, the kit includes a reinforcement washer that can be welded in place to restore structural integrity before installing the new bearings. This is a straightforward upgrade once the pedal support assembly is removed from the vehicle. Note that 1969-1973 applications may require minor modification to the pedal bracket assembly for proper fitment.

Designed as a direct replacement for Ford part number C5ZZ-2478-RB, this kit fits 1965-1973 Mustangs and works with many other Ford applications from the same era. If your clutch pedal feels agricultural instead of precise, worn bushings are likely the culprit - and this kit is the permanent fix.

Kit Includes

• Steel roller bearing clutch pedal pivot supports (zinc-plated)
• Reinforcement washer for worn pedal hanger repair
• Mounting hardware

Key Features

• Heavy-duty lined clutch cable designed specifically for early Mustangs - not a repurposed Fox body cable
• Bolt-on adjustable pedal bracket uses stock clutch pedal - no welding required
• Firewall reinforcement plate mounts behind brake master or factory brake booster
• Tool-free adjustment mechanism for easy fine-tuning
• Cable housing secured using existing oil pan bolt - minimal modification
• Fully adjustable rod end connection to cable fork
• Heat shielding protects cable from exhaust temperatures
• Clears most headers (shorties recommended with minimum 1-inch clearance)
• Compatible with cable-operated bellhousings at least 7 inches deep
• Works with OE Bendix 8-inch brake booster and most manual brakes

Description

The original mechanical clutch linkage in '67-'68 Mustangs and Cougars was never designed to work with modern TREMEC transmissions. This MDL Clutch Cable Kit solves that problem with a purpose-built cable system engineered specifically for early Mustang chassis swapping in T5, TKO, or TKX transmissions with cable-compatible bellhousings. Unlike generic Fox body cables that get forced into service on classic builds, this cable is routed ahead of the exhaust and follows the oil pan flange for proper clearance and long-term durability.

The engineering prioritizes both strength and adjustability. The cable housing mounts using one of the existing oil pan bolts for a clean, secure installation, while the cable connects to the fork via a fully adjustable rod end for precise engagement tuning. At the firewall, a reinforcement plate distributes load and strengthens the inherently weak area behind the brake master cylinder. This plate includes a tool-free adjustment mechanism - no wrenches needed to dial in pedal feel. The stock clutch pedal is retained via a bolt-on adjustable bracket, eliminating any welding or permanent modification to the car.

The system is compatible with both manual brakes and most power brake setups, including the OE Bendix 8-inch booster. Note that it will not work with Midland band-clamp boosters or certain aftermarket 8-inch and larger boosters. This kit requires a pull-style clutch fork and will not function with push-style forks or bellhousings without cable mounting provisions. For builds running headers, shorties are strongly recommended with at least an inch of clearance - the heat from long-tube headers can damage the outer casing and cause engagement issues or complete failure. For maximum header clearance, MDL recommends an internal hydraulic throwout bearing solution instead.

Fits 1967-1968 Mustang and Cougar. Made in the USA.

Kit Includes

• Heavy-duty lined clutch cable with heat-resistant outer casing
• Adjustable pedal bracket for stock clutch pedal mounting
• Firewall reinforcement plate with tool-free cable adjustment mechanism
• Firewall grommet for cable passage
• Heat shielding for cable protection
• Mounting brackets and hardware including oil pan bolt attachment
• Fully adjustable rod end for fork connection
• Detailed installation instructions

LF Series Hydraulic Clutch Master Kit | 1967-1970 Mustang/Cougar | Plastic Reservoir

Key Features

• 0.700" bore x 1.4" stroke master cylinder delivers optimal fluid volume with light pedal effort
• Revolutionary pedal linkage maintains stock clutch pedal pivot point for factory feel
• Linkage design creates mechanical advantage, dramatically reducing pedal pressure
• Uses existing mechanical clutch rod hole (where possible) for simplified installation
• Compatible with most aftermarket external and internal slave cylinders
• Remote black plastic reservoir mounts cleanly on firewall
• One-Man-Bleeder Kit included for easy system bleeding
• Made in the USA

Description

Converting your '67-'70 Mustang or Cougar to a modern transmission or upgrading from mechanical linkage demands a hydraulic clutch system engineered specifically for the job. Most retrofit kits bolt a short-stroke, large-bore master cylinder directly to your pedal, creating heavy pedal pressure, mounting interference at the firewall, and an overall poor driving experience. The LF Series solves these problems with an innovative linkage design that transforms pedal geometry and delivers a dramatically improved driver experience.

The common retrofit approach uses a 3/4" or 7/8" bore by 1" stroke master cylinder connected directly to the pedal. This short stroke combined with improper mounting angles results in excessive pedal effort and limited clutch control. The LF Series revolutionary linkage matches your full pedal travel with a long-stroke master cylinder, creating mechanical advantage that significantly reduces pedal effort while optimizing clutch engagement control. The linkage allows positioning perpendicular to the firewall using the mechanical clutch rod hole (where possible), eliminating the interference issues that plague direct-mount setups.

The 0.700" bore combined with 1.4" stroke generates enough fluid volume to properly actuate most aftermarket external slaves or internal hydraulic release bearings. The remote black plastic reservoir mounts separately on the firewall for clean installation and easy fluid level checks. Uses DOT 3 or 4 brake fluid only -- no special high-temp fluid required.

Fits 1967-1970 Ford Mustang and Mercury Cougar with factory pedal assemblies. Will NOT work with band-clamp brake boosters or certain aftermarket brake boosters 8" and larger. Requires factory firewall, pedal, and pedal hanger to be in good working order -- any modifications or damage to these components will affect master cylinder performance. Made in the USA with comprehensive installation instructions and lifetime tech support.

Kit Includes

• 0.700" bore x 1.4" stroke master cylinder
• Mechanical pedal linkage assembly
• Black plastic reservoir with mounting hardware
• Hydraulic lines
• One-Man-Bleeder Kit
• Comprehensive installation instructions
• Lifetime technical support

LF Series Hydraulic Clutch Master Kit | 1967-1970 Mustang/Cougar | Black Billet Reservoir

Key Features

• Revolutionary mechanical linkage maintains stock clutch pedal pivot point for factory pedal feel
• 0.700-inch bore x 1.4-inch stroke master cylinder generates sufficient fluid volume for most slave systems
• Long-stroke, small-bore design minimizes firewall loading and reduces pedal effort
• Firewall-mounted linkage plate creates mechanical advantage and eliminates binding
• Compatible with most internal and external slave cylinders and hydraulic release bearings
• Black anodized billet aluminum reservoir mounts remotely on firewall for clean installation
• Includes One-Man-Bleeder Kit for simplified bleeding procedure
• Works with original factory pedals and OE reproduction aftermarket pedals
• Made in the USA

Description

Converting your '67-'70 Mustang or Cougar to a modern TREMEC transmission or upgrading from worn mechanical linkage? The MDL LF Series Master Cylinder Kit solves the common problems that plague most hydraulic conversions. Traditional approaches use oversized 3/4-inch or 7/8-inch bore cylinders with short 1-inch strokes mounted directly to the pedal--creating heavy pedal pressure and firewall interference issues. The short stroke compounds the problem, requiring excessive force for proper clutch release.

The LF Series breaks this pattern with a revolutionary mechanical linkage system that allows the 0.700-inch bore master cylinder to utilize the full 1.4-inch stroke while maintaining the stock clutch pedal pivot point. This linkage creates mechanical advantage, dramatically reducing pedal effort while generating sufficient fluid volume for reliable clutch actuation. The firewall-mounted linkage plate distributes loads evenly and eliminates the binding that occurs with direct-mount systems.

The remote-mounted black anodized billet aluminum reservoir keeps brake fluid accessible while providing a clean, professional installation. The system works seamlessly with industry-standard slave cylinders and hydraulic release bearings, making it compatible with virtually any TREMEC transmission setup. Each kit includes comprehensive installation instructions and MDL's proprietary One-Man-Bleeder Kit for hassle-free system bleeding. Use DOT 3 or DOT 4 brake fluid only.

Compatibility Note: Will NOT work with band clamp brake boosters or certain aftermarket 8-inch and larger brake boosters. Requires factory components to be in good working order--modifications or damage to firewall, pedal, or pedal hanger will affect performance. Compatible with original factory pedals and OE reproduction aftermarket pedals.

Kit Includes

• 0.700-inch bore x 1.4-inch stroke master cylinder
• Firewall-mounted mechanical linkage assembly
• Black anodized billet aluminum reservoir with mounting hardware
• Hydraulic lines with fittings
• One-Man-Bleeder Kit
• Complete mounting hardware and brackets
• Comprehensive installation instructions
• Lifetime technical support

LF Series Hydraulic Clutch Master Kit | 1967-1970 Mustang/Cougar | Clear Billet Reservoir

Key Features

• 0.700-inch bore with 1.4-inch stroke for optimized fluid volume
• Innovative pedal linkage design reduces clutch pedal effort while maintaining full pedal stroke
• Maintains stock clutch pedal pivot point for OEM feel
• Clear anodized billet aluminum reservoir with remote firewall mount for easy fluid monitoring
• Compatible with most internal and external slave cylinders and hydraulic release bearings
• Includes One-Man-Bleeder Kit for easy system bleeding
• Made in the USA

Description

Converting your classic Mustang or Cougar to a modern TREMEC transmission—or simply upgrading from tired mechanical linkage—demands a hydraulic clutch system that delivers light pedal effort without compromising installation simplicity. The LF Series (Light Foot) Hydraulic Clutch Master Kit solves the engineering challenges that plague most conversion kits: heavy pedal pressure, firewall interference, and compatibility headaches.

The problem with conventional hydraulic conversions is simple math. A typical 3/4-inch or 7/8-inch bore master cylinder with a 1-inch stroke connects directly to the pedal, requiring the cylinder to mount higher than the stock clutch rod hole—creating interference issues with the firewall and pedal assembly while producing excessive pedal loads. The LF Series takes a fundamentally different approach: an innovative mechanical linkage that works with your existing clutch pedal and rod hole location, matching pedal travel to a long-stroke master cylinder for dramatically reduced pedal effort.

The 0.700-inch bore paired with a 1.4-inch stroke generates sufficient fluid volume to support most aftermarket external slave cylinders and internal hydraulic release bearings. The clear anodized billet aluminum reservoir mounts remotely on the firewall for a clean installation and allows instant visual confirmation of fluid level. The system uses DOT 3 or DOT 4 brake fluid—no need for expensive high-temperature fluid.

This kit fits 1967-1970 Mustangs and Cougars and works with both original factory clutch pedals and OE reproduction aftermarket pedals. Factory components must be in good working order—any modifications or damage to the firewall, pedal, or pedal hanger will affect master cylinder performance. Note: This kit will NOT work with band-clamp brake boosters or certain aftermarket brake boosters 8 inches and larger. Made in the USA with lifetime technical support from Modern Driveline.

Kit Includes

• 0.700-inch bore master cylinder with 1.4-inch stroke
• Innovative pedal linkage assembly
• Clear anodized billet aluminum reservoir
• Hydraulic lines
• One-Man-Bleeder Kit
• Complete installation instructions
• All necessary mounting hardware

LF Series Hydraulic Clutch Master Kit | 1965-1966 Mustang/Cougar | Black Billet

Key Features

• Revolutionary pedal linkage design creates mechanical advantage for dramatically reduced clutch pedal effort
• Long-stroke, small-bore design: 0.700-inch bore x 1.4-inch stroke generates adequate fluid volume for most slave cylinders
• Maintains stock clutch pedal pivot point for familiar, factory-like pedal feel
• Optimizes full pedal stroke for precise clutch modulation and control
• Black anodized billet aluminum reservoir mounts remotely on firewall for clean installation
• Compatible with most internal hydraulic release bearings and external slave cylinders
• Does NOT mount in original clutch rod hole location—provides clearance for aftermarket braking systems
• Made in the USA

Description

Converting your '65-'66 Mustang or Cougar to hydraulic clutch actuation—or upgrading from a tired mechanical linkage—typically means fighting heavy pedal pressure and firewall clearance problems. The conventional approach mounts a short-stroke 3/4-inch or 7/8-inch bore master cylinder directly to the pedal, which creates excessive pedal load and often requires raising the mounting point higher than the stock clutch rod hole. That causes interference with the firewall and pedal assembly while delivering a heavy, unpleasant pedal feel.

The MDL LF Series Master Cylinder Kit solves these problems with a fundamentally different approach. Instead of a direct-mount cylinder, this system uses an innovative pedal linkage that creates mechanical leverage between the clutch pedal and a long-stroke, small-bore master cylinder. The 0.700-inch bore combined with a 1.4-inch stroke generates the fluid volume required by today's internal and external slave systems while the linkage design dramatically reduces the force required at the pedal. The result is a light, progressive pedal feel that maintains the stock pivot point—your foot goes where it always did, but the effort drops significantly.

The black anodized billet aluminum reservoir mounts separately on the firewall, keeping the engine bay clean and providing installation flexibility. Because the system does not use the original clutch rod hole location, it creates additional clearance for aftermarket brake boosters and upgraded braking components—a common conflict point in resto-mod builds. The complete kit works with factory clutch pedals and quality OE reproduction aftermarket pedals.

Every kit ships with MDL's exclusive One-Man-Bleeder Kit for simplified installation and proper system bleeding. Uses DOT 3 or DOT 4 brake fluid. Designed, engineered, and manufactured in the USA with lifetime technical support included.

Important Notes

• Will NOT work with band clamp brake boosters or certain aftermarket 8-inch and larger brake boosters
• This kit relies on factory components being in good working order—any modifications or damage to the firewall, pedal, or pedal hanger will affect master cylinder performance

Kit Includes

• LF Series master cylinder (0.700-inch bore, 1.4-inch stroke)
• Pedal linkage assembly with firewall mounting plate
• Black anodized billet aluminum remote reservoir
• Hydraulic lines and fittings
• One-Man-Bleeder Kit
• All mounting hardware and brackets
• Comprehensive installation instructions
• Lifetime technical support

LF Series Hydraulic Clutch Master Kit | 1965-1966 Mustang/Cougar | Clear Billet Reservoir

Key Features

• 0.700-inch bore with 1.4-inch stroke generates ample fluid volume for most external and internal slave systems
• Revolutionary linkage design maintains stock clutch pedal pivot point for factory pedal feel
• Mechanical advantage linkage reduces pedal effort compared to direct-mount master cylinder setups
• Clear anodized billet aluminum reservoir mounts cleanly to firewall
• Does NOT mount in original clutch rod hole location -- provides clearance for aftermarket braking systems
• Compatible with most industry slave cylinders and hydraulic release bearings
• Includes One-Man-Bleeder Kit for simplified bleeding
• Works with stock clutch pedal and OE reproduction pedals
• Made in the USA

Description

Converting your '65-'66 Mustang or Cougar to a T-5, TKX, or T-56 manual transmission means dealing with clutch actuation -- and the common retrofit approach creates problems. Most setups use a 3/4-inch or 7/8-inch bore master cylinder with a 1-inch stroke mounted directly to the pedal. This combination produces heavy pedal pressure, and the cylinder mounting position often interferes with the firewall and pedal assembly. The MDL LF Series solves both problems with an innovative linkage design that changes the equation.

The revolutionary linkage system maintains your stock clutch pedal pivot point while creating mechanical advantage through proper geometry. Instead of fighting a short-stroke, large-bore cylinder that loads the firewall heavily, the LF Series uses a 0.700-inch bore with a 1.4-inch stroke -- generating the fluid volume needed to operate your slave cylinder while keeping pedal loads manageable. The linkage allows design flexibility and does not mount in the original clutch rod hole location, giving you clearance for aftermarket brake boosters and other firewall modifications.

The clear anodized billet aluminum reservoir mounts separately on the firewall for a clean installation that does not crowd the pedal area. The 0.700-inch bore and 1.4-inch stroke combination delivers sufficient fluid displacement to operate most aftermarket external slave cylinders and internal hydraulic release bearings. The kit works with your factory clutch pedal or OE reproduction aftermarket pedal -- no pedal modifications required.

Important: This kit will NOT work with band-clamp brake boosters or certain aftermarket brake boosters 8 inches and larger. The system requires factory firewall, pedal, and pedal hanger components to be in good working order. Use DOT 3 or DOT 4 brake fluid only. Made in the USA with comprehensive installation instructions and lifetime technical support.

Kit Includes

• 0.700-inch bore hydraulic master cylinder with 1.4-inch stroke
• Clear anodized billet aluminum remote reservoir
• Engineered pedal linkage assembly
• Hydraulic lines
• One-Man-Bleeder Kit
• All mounting hardware and brackets
• Comprehensive installation instructions
• Lifetime technical support

Key Features

• Converts cable-actuated aluminum bellhousing to smooth hydraulic clutch release
• 0.75-inch bore aluminum slave cylinder with adjustable pushrod for precise clutch engagement
• Mounts directly to bellhousing fork opening - pushes fork from rear for long-tube header clearance
• Utilizes OEM cable fork with bolt-on pivot socket - no bellhousing removal required for installation or service
• -4AN braided stainless steel line with fittings included
• Easy-access bleed port for simple system maintenance
• Compatible with stock clutch pedals and OE reproduction pedals
• Made in the USA

Description

Fox-body and SN95 Mustang clutch cables are notorious for clearance headaches, binding against headers, and developing a heavy, draggy pedal feel as they wear. This MDL Lightfoot Series external hydraulic slave cylinder kit eliminates those problems by converting your 1979-1993 Mustang's aluminum T5, TKO, or TKX bellhousing from cable operation to reliable hydraulic actuation.

The slave cylinder mounts directly to the bellhousing fork opening behind the original cable fork, pushing the fork instead of pulling it for proper clutch release. This rear-push design provides exhaust clearance that clutch cables simply cannot match, making it compatible with long-tube headers while keeping the cylinder accessible for installation and service. The adjustable pushrod allows you to dial in precise clutch engagement without pulling the bellhousing.

Engineered as a complete system, this kit pairs seamlessly with MDL LF Series master cylinder kits for a fully integrated hydraulic clutch conversion. The 0.75-inch bore slave cylinder delivers consistent pedal feel and full clutch release when matched with the appropriate master cylinder. No bellhousing removal is required - the bolt-on pivot socket works with your existing OEM cable fork, and the easy-access bleed port simplifies initial bleeding and future maintenance.

This kit fits 1979-1993 Ford Mustangs equipped with aluminum T5, TKO, or TKX bellhousings and works with both factory clutch pedals and OE reproduction aftermarket pedals. Uses DOT 3 or DOT 4 brake fluid. Made in the USA with lifetime technical support included.

What's Included

• 0.75-inch bore aluminum external slave cylinder
• Adjustable pushrod
• Bolt-on pivot socket for OEM cable fork
• -4AN braided stainless steel hydraulic line
• -4AN fittings
• Complete mounting hardware
• Installation instructions
• Lifetime technical support

Key Features

• Mounts directly to T5 transmission case when using QuickTime RM-6060 or RM-6065 bellhousing
• 0.75-inch bore slave cylinder with adjustable push rod for precise clutch engagement tuning
• Utilizes OEM cable fork with bolt-on pivot socket - no permanent modifications required
• Stainless steel braided -4AN hydraulic line with aluminum fittings
• Easy-access bleed port for simple hydraulic system servicing
• Pushes from rear of fork, providing clearance for long tube headers
• Made in the USA

Description

Converting from cable-operated to hydraulic clutch actuation has never been easier for '79-'93 Mustang T5 applications. The LF Series External Hydraulic Slave Kit solves the chronic problems of cable binding, inconsistent pedal feel, and header clearance issues that plague Ford's original cable setup. This engineered solution delivers the smooth, linear pedal feel that hydraulic systems are known for while eliminating the guesswork of clutch cable routing and adjustment.

The kit's design centers around transmission-case mounting, which provides several key advantages over bellhousing-mounted alternatives. By securing the slave cylinder to the solid T5 case rather than the bellhousing, the system maintains alignment regardless of bellhousing tolerances. The cylinder pushes from the rear of the OEM cable fork through an adjustable push rod, providing both header clearance and easy clutch engagement adjustment. The 0.75-inch bore delivers the precise hydraulic volume needed for proper T5 clutch actuation without over-travel or binding.

The stainless steel braided hydraulic line features -4AN aluminum fittings for leak-free connections and long-term durability. An easily accessible bleed port simplifies system maintenance and initial setup. The kit utilizes your existing OEM cable fork with a bolt-on pivot socket, eliminating any permanent modifications to the transmission or bellhousing. When paired with MDL LF Series master cylinder components, this system transforms clutch operation from a maintenance headache into a smooth, reliable performance upgrade.

Compatible with 1979-1993 Ford Mustang T5 transmissions when used with QuickTime RM-6060 or RM-6065 steel bellhousings and aftermarket aluminum bellhousings with similar mounting provisions. Made in the USA with lifetime technical support included.

What's Included

• 0.75-inch bore external hydraulic slave cylinder
• Stainless steel braided -4AN hydraulic line with aluminum fittings
• Adjustable push rod for clutch engagement tuning
• Bolt-on pivot socket for OEM cable fork
• Complete mounting hardware pack
• Installation instructions
• Lifetime technical support

Key Features

• Authentic OEM appearance matches original 1967-68 Mustang shift knobs
• Modern 5-speed shift pattern for TREMEC TKX, TKO, or T-5 conversions
• 1/2"-20 thread pitch fits original OEM shifter levers
• Round black plastic construction replicates factory materials
• White painted shift pattern for clear gear position identification
• Includes jam nut for secure installation
• Made in the USA

Description

Upgrading your classic Mustang to a modern 5-speed transmission shouldn't mean sacrificing the factory look of your interior. This OEM appearance shift knob delivers the authentic styling of the original 1967-68 Mustang knob while incorporating a clearly marked 5-speed shift pattern--perfect for TREMEC TKX, TKO, or T-5 conversions.

Manufactured by Scott Drake, this shift knob is constructed from the same black plastic material as the original factory knobs, featuring a round profile with a white painted shift pattern that matches the period-correct design language. The familiar shape and finish blend seamlessly with your Mustang's interior, letting you enjoy modern drivetrain performance without the visual mismatch of an aftermarket knob.

The knob threads directly onto original OEM shifter levers using the factory 1/2"-20 thread pitch--no adapters or modifications required. This ensures proper fitment and the correct feel that matches how Ford designed these cars from the factory. A jam nut is included for secure installation.

Compatible with 1967-1968 Ford Mustang and Mercury Cougar applications using OEM shifter levers. Made in the USA to ensure quality and fitment standards.

What's Included

• One round black plastic shift knob with 5-speed pattern
• White painted shift pattern graphics
• Jam nut for secure installation
• 1/2"-20 internal threads for OEM shifter lever fitment

Key Features

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

Description

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

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

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

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

Kit Includes

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

Key Features

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

Description

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

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

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

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

Kit Includes

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

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

• Adapts 16mm metric threaded shift knobs to 3/8"-16 SAE shift levers
• Includes jam nut for secure, rattle-free installation
• Compatible with many Hurst shift lever applications using 3/8"-16 threads
• Lightweight design at just 2 ounces
• Allows retention of your favorite knob when swapping shifters or levers

Description

Mismatched threads shouldn't force you to abandon a favorite shift knob or settle for one you don't want. This thread reducing insert solves the common fitment problem between 16mm metric shift knobs and the 3/8"-16 SAE threads found on many Hurst shift levers. Whether you're keeping a beloved original knob during a drivetrain upgrade or installing a new 16mm metric knob on your existing Hurst shifter, this adapter delivers a precision fit without modification to either component.

The insert threads into your 16mm shift knob while presenting a 3/8"-16 male thread to mate with the shift lever. The included jam nut locks everything in place, preventing loosening or rotation during aggressive shifting. This simple, effective design weighs just 2 ounces—adding virtually no mass to your shifter assembly.

Fits many popular Hurst shift lever applications commonly found in classic muscle cars and performance builds, including '69-'81 Camaro, '53-'62 Corvette, '36-'46 and '67-'72 Chevy Truck, and '87-'95 Jeep Wrangler YJ. Perfect for TREMEC transmission swaps where you want to retain the original interior appearance or match a specific shift knob to your Hurst Competition/Plus or other 3/8"-16 threaded shifter.

What's Included

• Thread reducing insert (16mm female to 3/8"-16 male)
• Jam nut

Shift Knob Thread Reducer Insert & Jam Nut | 16mm to 1/2"-20

Key Features

• Converts 16mm metric threaded shift knobs to 1/2"-20 SAE thread
• Direct fit for 1960s Ford OEM chrome shift levers
• Includes jam nut to lock the assembly and prevent loosening
• Compatible with Fairlane, Mustang, Cougar, Falcon, Galaxie, and other Ford applications

Description

Classic Ford shift levers from the 1960s use 1/2"-20 SAE threads, but many modern and aftermarket shift knobs are tapped with 16mm metric threading. This reducer insert bridges that gap, letting you mount your preferred 16mm knob onto the factory Ford lever without modification or compromise.

The insert threads onto the shift lever's 1/2"-20 male threads, providing a 16mm female socket to accept metric shift knobs. The included jam nut cinches down against the insert to lock everything in place, eliminating the wobble and loosening that plague makeshift adapter setups.

Ideal for builders restoring Fairlanes, Mustangs, Cougars, Falcons, Galaxies, and other Ford models equipped with OEM chrome shift levers. Keep the factory shifter mechanism and upgrade to the shift knob of your choice.

What's Included

• Thread reducer insert (16mm female to 1/2"-20 male)
• 1/2-20 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

OEM-Style Shift Lever | 1968 Mustang | T5, TKX, T56 Magnum

Key Features

• Authentic 1968 Mustang 4-speed appearance with simulated reverse lockout T-handle
• Chrome-plated high-strength steel construction for durability and show-quality finish
• 8mm mounting holes on 7/8-inch center-to-center spacing - bolts directly to stock T5 shifters
• 8.5-inch lever height positions the shift knob correctly for '68 interior ergonomics
• 1/2-20 thread accepts period-correct or modern shift knobs
• Compatible with TREMEC T5, TKX, and T56 Magnum transmissions
• Includes mounting hardware for OEM T5 shifter applications

Description

Five-speed swaps into classic Mustangs solve the highway droning problem, but they create a new one: a modern shift lever that looks completely out of place in a period-correct interior. This OEM-style shift lever delivers the authentic 1968 Mustang 4-speed appearance your build deserves while bolting directly to modern TREMEC transmissions.

The engineering centers on precision fitment. The 8mm mounting holes are positioned on 7/8-inch center-to-center spacing to bolt directly to stock T5 shifters without modification. When using aftermarket shifters, the mounting holes may need to be enlarged to accept 3/8-inch bolts. The chrome-plated high-strength steel construction provides both the durability for daily driving and the show-quality finish that restoration and restomod builds demand.

The simulated reverse lockout lever with T-handle captures the distinctive look of the original 1968 4-speed shifter. The lockout mechanism is non-functional since modern TREMEC transmissions don't use this feature, but the visual authenticity remains intact. The 8.5-inch lever height places the shift knob exactly where the factory intended, and the standard 1/2-20 thread accepts your choice of period-correct woodgrain knobs or modern alternatives.

This lever works with T5, TKX, and T56 Magnum transmissions, covering the most popular 5-speed and 6-speed conversion choices for classic Mustangs. If you're building a restomod that needs to look stock from the driver's seat, this is the shift lever that gets it done.

Kit Includes

• Chrome-plated high-strength steel shift lever with simulated reverse lockout
• Mounting hardware for OEM T5 shifters

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

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

Description

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

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

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

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

What's Included

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

Key Features

• 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

• 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

• Complete kit with chrome-plated steel trim plate and mounting hardware
• Black rubber boot with rectangular shape for square/rectangular shift levers
• Universal design adapts to most shifter installations
• Outside boot dimensions: 6-3/8" long x 5-1/4" wide
• Mounting hole spacing: 5-5/16" x 4-1/4" center-to-center
• 0.375" diameter bolt holes for secure mounting
• Popular choice for classic muscle car and street rod conversions

Description

Aftermarket shifter installations leave an exposed floor opening that invites dust, debris, and road noise into your interior. The Hurst Indy Shifter Boot and Chrome Plate Kit delivers a clean, finished appearance while sealing out the elements. This popular economy boot has been a go-to solution for classic conversions and custom builds for decades.

The rectangular black rubber boot is designed to accommodate square and rectangular shift lever shapes, making it ideal for Hurst Indy shifters and compatible with most aftermarket manual transmission shifters. The universal design adapts to a wide variety of applications, from vintage muscle cars to modern street rods. At 6-3/8" long by 5-1/4" wide outside dimensions with mounting holes spaced 5-5/16" by 4-1/4" center-to-center, this boot covers most factory and custom-cut floor openings.

The included chrome-plated steel trim plate adds a professional finishing touch, concealing rough floor cuts and giving your interior that showroom-ready look. With 0.375" diameter bolt holes and all necessary mounting hardware included, installation is straightforward. This kit works equally well as original equipment on a new shifter install or as a replacement boot on an existing setup.

Hurst has been an American icon since 1958, serving as the OEM shifter supplier for legendary muscle cars including the Pontiac GTO, Plymouth Barracuda, Plymouth Super Bird, Ford Mustang Boss 302, and Ford Mustang Shelby GT500 KR. When you install a Hurst boot, you're getting the same quality that came factory in some of the most iconic performance cars ever built.

What's Included

• Black rubber shifter boot (rectangular shape, 4-pleat design)
• Chrome-plated steel trim plate
• Complete mounting hardware
• Installation instructions

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

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

Key Features

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

Description

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

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

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

What's Included

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

Key Features

• 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

• Heavy-duty laser-cut steel construction with CNC bending for precise, consistent fitment
• Designed for maximum exhaust clearance - no thin-wall exhaust tubing here
• Stock-like appearance integrates seamlessly with your classic chassis
• Black powder coat finish for durable, long-lasting protection
• Works with convertible applications
• Sub-frame mounting hardware included
• Uses original 1965-1973 Ford transmission mount
• Made in the USA

Description

Swapping a Ford T5 five-speed into your '67-'73 Mustang or Cougar means ditching that worn-out 3-speed for modern overdrive cruising - but you need a crossmember that positions the transmission correctly while leaving room for your exhaust. Many budget crossmembers use thin-wall exhaust tubing that compromises both strength and clearance. This crossmember solves that problem with a proper engineering approach that delivers maximum exhaust room without sacrificing structural integrity.

MDL builds this crossmember from laser-cut steel that is CNC bent to exacting tolerances - not cobbled together from bent tubing. This manufacturing process ensures a perfect fit every time and provides the solid construction your drivetrain demands. The design maximizes exhaust clearance so you can run the headers and exhaust system you want without fighting for space. At the same time, the stock-like appearance keeps your chassis looking factory-correct rather than obviously modified.

Installation is straightforward: this crossmember bolts to the factory sub-frame mounting points and works with your original 1965-1973 Ford transmission mount. The design accommodates convertible applications, so drop-top owners are covered. Whether you are running a World Class T5 from a late-model Mustang or a TREMEC-built unit, this crossmember provides the foundation for a clean, professional five-speed swap.

Direct replacement for 1967-73 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 crossmember with black powder coat finish
• Sub-frame mounting hardware
• Installation instructions

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

• 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

• 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

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

Key Features

• Forged chromoly steel construction for maximum strength in high-horsepower applications
• 28-spline internal configuration for TREMEC and Ford transmissions
• 1330 series U-joint with 1-1/16-inch bearing cups
• 5.910-inch centerline-to-end length with 4.500-inch barrel
• 1.499-inch journal diameter for proper seal contact
• Black oxide finish inhibits rust and pitting
• Precision-machined splines mate smoothly with output shaft
• Smooth outer journal promotes proper fore/aft yoke action and prevents leaks
• Made in the USA

Description

Converting to a TREMEC manual or Ford automatic transmission often requires upgrading your slip yoke to handle increased torque and ensure proper driveline function. Factory cast yokes can become the weak link in a high-performance build -- this Sonnax forged chromoly slip yoke delivers the strength and precision your drivetrain demands, whether you're on the street, drag strip, or dirt oval track.

Forged from chromoly steel rather than cast, this 28-spline slip yoke starts with a material that offers superior tensile strength under load. All dimensions are precision-machined to guarantee a consistent, concentric slip yoke that eliminates vibration and binding. The clean-cut splines mate smoothly with the transmission output shaft, while the smooth outer journal provides uniform contact with the tail housing seal to prevent leaks and promote proper fore/aft yoke action.

The 1330 series U-joint configuration accepts bearing caps measuring 1-1/16 inches, providing the right balance of strength and serviceability for most street and performance applications. With a centerline-to-end length of 5.910 inches, a 4.500-inch barrel, and a 1.499-inch journal diameter, this yoke is built to OEM dimensional standards while exceeding factory strength.

Compatible with TREMEC TKO, TKX, Magnum, select T56, Ford C6, FMX, C4, AOD/AODE, T5, and Toploader transmissions. The black oxide finish resists corrosion while maintaining the precision surface finish required for optimal seal performance. Made in the USA.

What's Included

• One Sonnax forged chromoly slip yoke with black oxide finish
• 28-spline internal configuration
• 1330 series U-joint bores (1-1/16-inch bearing cup size)
• Lifetime technical support from MDL

Key Features

• Forged chromoly steel construction - significantly stronger than cast alternatives
• 28-spline internal configuration for secure output shaft engagement
• 1350 series U-joint compatibility with 1-3/16" cap diameter
• 5" barrel length for proper seal engagement and travel
• Precision machined from billet steel for exceptional balance and minimal runout
• Leak-tested to 40 PSI with O.D.-ground seal plug
• Clean-cut splines for smooth mating with output shaft
• Full-spline design (no counterbore)
• Fits C4, AOD, AODE, TREMEC T5, Ford Toploader, and BorgWarner T10 transmissions
• Made in the USA

Description

Upgrading your transmission often means your factory slip yoke becomes the weak link in the driveline. Whether you're converting to a TREMEC T5, Ford Toploader, C4, AOD, or AODE, this Sonnax forged chromoly slip yoke delivers the strength your high-horsepower application demands. Forged - not cast - chromoly steel handles the increased torque loads that modern builds produce, making this an essential upgrade for street, strip, and track duty.

Sonnax precision-machines every yoke from billet steel to guarantee exceptional balance and minimal runout. The 28-spline full-spline configuration engages securely with the transmission output shaft, while the clean-cut splines mate smoothly without the rough edges found on lesser yokes. The 1350 series U-joint ears accept 1-3/16" caps for compatibility with heavy-duty driveshaft assemblies.

Every Sonnax slip yoke is 100% leak-tested to 40 PSI, with the seal plug O.D.-ground for a superior seal against the transmission's rear output seal. The smooth outer journal provides uniform contact with the seal to prevent leaks and promote proper fore/aft yoke action. With a 5" barrel length, this yoke ensures adequate engagement in the tail housing bushing throughout the full range of suspension travel.

Compatible with C4, AOD, AODE automatics and TREMEC T5, Ford Toploader, and BorgWarner T10 manual transmissions equipped with 28-spline output shafts. Made in the USA by Sonnax at their ISO-9001 certified Vermont facility.

What's Included

• Sonnax forged chromoly slip yoke with 28-spline internal configuration
• Leak-tested seal plug (O.D.-ground for superior seal)

Key Features

• Forged chromoly steel construction - significantly stronger than cast alternatives
• 28-spline internal configuration for secure output shaft engagement
• 1350 series U-joint compatibility with 1-3/16" cap diameter
• 5" barrel length for proper seal engagement and travel
• Precision machined from billet steel for exceptional balance and minimal runout
• Leak-tested to 40 PSI with O.D.-ground seal plug
• Clean-cut splines for smooth mating with output shaft
• Full-spline design (no counterbore)
• Fits C4, AOD, AODE, TREMEC T5, Ford Toploader, and BorgWarner T10 transmissions
• Made in the USA

Description

Upgrading your transmission often means your factory slip yoke becomes the weak link in the driveline. Whether you're converting to a TREMEC T5, Ford Toploader, C4, AOD, or AODE, this Sonnax forged chromoly slip yoke delivers the strength your high-horsepower application demands. Forged - not cast - chromoly steel handles the increased torque loads that modern builds produce, making this an essential upgrade for street, strip, and track duty.

Sonnax precision-machines every yoke from billet steel to guarantee exceptional balance and minimal runout. The 28-spline full-spline configuration engages securely with the transmission output shaft, while the clean-cut splines mate smoothly without the rough edges found on lesser yokes. The 1350 series U-joint ears accept 1-3/16" caps for compatibility with heavy-duty driveshaft assemblies.

Every Sonnax slip yoke is 100% leak-tested to 40 PSI, with the seal plug O.D.-ground for a superior seal against the transmission's rear output seal. The smooth outer journal provides uniform contact with the seal to prevent leaks and promote proper fore/aft yoke action. With a 5" barrel length, this yoke ensures adequate engagement in the tail housing bushing throughout the full range of suspension travel.

Compatible with C4, AOD, AODE automatics and TREMEC T5, Ford Toploader, and BorgWarner T10 manual transmissions equipped with 28-spline output shafts. Made in the USA by Sonnax at their ISO-9001 certified Vermont facility.

What's Included

• Sonnax forged chromoly slip yoke with 28-spline internal configuration
• Leak-tested seal plug (O.D.-ground for superior seal)