Key Features

• 700 lb-ft torque capacity - handles serious power from LS, big-block, and small-block builds
• Close ratio gear set (2.66, 1.78, 1.30, 1.00, 0.80, 0.63) - keeps you in the powerband through every shift
• Double overdrive design with 0.80 fifth and 0.63 sixth - lower cruising RPM and improved fuel economy
• 26-spline input shaft and 31-spline output shaft - compatible with a wide range of clutch and driveline combinations
• Triple cone synchronizers on gears 1-4, double cone on 5-6 and reverse - crisp, precise shifts at high RPM
• 4616 chromoly gears and shafts with substantially increased face widths - built to survive high-stress applications
• One-piece countershaft resists distortion under load
• Fully reversible TKO-style die-cast aluminum shifter - smooth, positive action with multiple mounting positions
• Dual speedometer pickups - accommodates both electronic and mechanical speedometers
• Built-in mid-shift provisions - relocate the shifter forward without hassle
• 85mm center distance - matches TKO positioning for proven conversion fitment
• Approximately 135 lbs dry weight - reasonable weight for a transmission this strong
• 3.65-quart fluid capacity - uses Dexron III ATF

Description

When TREMEC set out to replace the legendary T56, they didn't just update it - they engineered the Magnum from the ground up using TR-6060 architecture found in factory supercars like the C6 ZR1 Corvette and Viper ACR. The result is the strongest, smoothest-shifting 6-speed manual transmission available for the aftermarket, purpose-built for GM LS engines as well as big-block and small-block applications when paired with the correct bellhousing.

This close ratio version (TUET11009) features gear ratios optimized for high-performance street driving and road racing. The 2.66 first gear launches hard without being too aggressive, while the tightly-spaced 1.78 second, 1.30 third, and 1:1 fourth keep you in the meat of your powerband. The double overdrive - 0.80 fifth and 0.63 sixth - drops highway RPM dramatically, improving both cruising comfort and fuel economy. The 4616 chromoly gears feature two-piece laser-beam welded construction with increased face widths for greater strength and more precise tooth geometry.

Inside, the Magnum benefits from modern OEM synchronizer technology: triple cone units on gears 1-4 and double cone on 5-6 and reverse deliver incredibly short, low-effort shift throws with precise engagement even at high RPM. The redesigned shift forks eliminate the wear issues that plagued earlier T56 designs, and the extensively modified case prevents leaks under high-stress conditions. The fully reversible TKO-style aluminum shifter provides multiple mounting positions, and built-in mid-shift provisions under the inspection cover make forward shifter relocation simple for bench-seat classics.

Compatible with GM big-block, small-block, and LS engines using the appropriate bellhousing. Uses standard T56 bellhousing bolt pattern with internal CSC (concentric slave cylinder) mounting provisions. Requires Dexron III ATF. Rated to 7,800 RPM.

Kit Includes

• TREMEC T56 Magnum 6-speed transmission assembly (TUET11009)
• Fully reversible die-cast aluminum shifter with reverse lockout
• Dual speedometer pickup provisions (electronic and mechanical)
• 7-tooth internal speedometer drive gear
• TREMEC factory warranty
• MDL extended warranty - additional year with 1-year grace period when purchased as part of a complete conversion package
• Lifetime technical support from MDL

Key Features

• 700 lb-ft torque capacity - handles serious power from LS swaps and big-block builds
• Wide ratio gear set (2.97, 2.10, 1.46, 1.00, 0.74, 0.50) - aggressive first gear for hard launches, double overdrive for highway cruising
• 26-spline input shaft, 31-spline output shaft - direct compatibility with GM LS-series engines
• 4616 chromoly gears and shafts - significantly increased face widths with 2-piece laser-beam welded construction
• Triple-cone synchronizers (1st-4th) - smooth, high-rpm shifts without balking
• Double-cone synchronizers (5th-6th and Reverse) - crisp engagement across all gears
• Fully reversible TKX-style die-cast aluminum shifter - OEM-grade construction with multiple mounting positions
• Dual speedometer outputs - accommodates both mechanical and electronic speedometers
• Built-in mid-shift provisions - accessible under inspection cover for easy conversions
• One-piece countershaft - bolstered design resists distortion under load
• 34.85" overall length (GM version) - plan your tunnel modifications accordingly
• 135 lbs dry weight - manageable for a transmission rated at 700 lb-ft
• 3.66 qt fluid capacity - uses ATF Dexron III, TREMEC HP-MTF, or Synchromesh

Description

The original T56 topped out around 450 lb-ft - fine for stock applications, but a liability once you started adding power. The TREMEC T56 Magnum solves that problem decisively, delivering 700 lb-ft of torque capacity in a purpose-built aftermarket package based on the TR-6060 architecture found in factory supercars like the Corvette ZR1 and Dodge Viper ACR.

This wide-ratio version (TUET11012) features a 2.97 first gear for aggressive launches and street-light acceleration, while the double overdrive - 0.74 in fifth and 0.50 in sixth - drops highway RPM significantly for better fuel economy and reduced engine wear. TREMEC widened the gear faces substantially over the original T56, then added 2-piece laser-beam welded construction for precise control of tooth angles, pitch, and alignment. Triple-cone synchronizers on gears 1-4 and double-cone on 5-6 deliver smooth, high-rpm shifts without grinding or balking - even when you're banging through the gears hard.

The reversible die-cast aluminum shifter eliminates the limitations of earlier cast-iron designs, providing TKX-style precision with short, low-effort throws. Dual speedometer pickups handle both mechanical cable-driven and electronic setups without adapters. Built-in provisions for mid-shift conversions sit under the inspection cover, ready when your application demands a different shifter location. The T56-style bellhousing bolt pattern makes installation with various late-model GM engines straightforward.

At 34.85 inches overall length, tunnel modification is required for most classic muscle car conversions - this is not a drop-in for '98-'02 F-bodies or '04-'06 GTOs. The 26-spline input matches LS-series engines directly, while the 31-spline output handles serious driveline torque. When you purchase through MDL, you get the standard TREMEC warranty plus an additional year of coverage, along with lifetime technical support to help you get your conversion dialed in right.

What's Included

• TREMEC T56 Magnum transmission assembly (TUET11012)
• Die-cast aluminum reversible shifter with mounting hardware
• Dual speedometer output provisions (mechanical and 17-tooth electronic)
• Internal hydraulic throwout bearing mounting provisions
• Inspection cover with mid-shift conversion access
• TREMEC factory 1-year warranty plus MDL extended warranty (additional 1 year with 1-year grace period)
• Lifetime technical support from MDL

Key Features

• 700 lb-ft torque capacity - built to handle high-power GM small block, big block, and LS engine combinations
• Wide-ratio gear set: 2.97, 2.10, 1.46, 1.00, 0.80, 0.63 - aggressive 2.97:1 first for hard launches with double overdrive for relaxed highway cruising
• Triple-cone synchronizers on gears 1-4, double-cone on 5-6 and reverse - precise, high-rpm shifting under load
• 26-spline input shaft, 31-spline output shaft - robust spline counts for serious torque handling
• 85mm center distance with substantially increased gear face widths - wider gears and laser-beam welded 2-piece construction for durability
• Fully reversible TKO-style OEM-grade die-cast aluminum shifter - smooth, positive shift action with multiple mounting positions
• Dual speedometer pickups - accommodates both electric and mechanical speedometers
• Built-in mid-shift provisions under inspection cover - simple forward shifter relocation for early cars with bench seats
• 135 lbs dry weight - lighter than competing 6-speeds
• 3.66 quart fluid capacity - uses Dexron III ATF or TREMEC HP-MTF
• Overall length: 34.85 inches (GM version)

Description

The TREMEC T-56 Magnum eliminates the compromise between strength and driveability that plagued earlier 6-speed conversions. Introduced in 2009 as the long-awaited replacement for the original T-56, the Magnum combined the best of TREMEC's OEM TR-6060 design with the most popular features of their TKO 5-speed. Known in OEM form as the TR-6060, this is the same transmission architecture found in factory supercars including the Dodge Challenger and Viper, and the Chevrolet Camaro - now available for your GM-powered build.

The TUET16885 wide-ratio gear set delivers a 2.97:1 first gear for aggressive launches paired with closely-spaced 5th (0.80:1) and 6th (0.63:1) overdrives for comfortable highway cruising at lower RPMs. This ratio spread makes the wide-ratio Magnum ideal for street machines, restomods, and pro-tourers where you want strong off-the-line acceleration without screaming RPMs at 70 mph.

Engineering improvements over the original T-56 are substantial. Gear face widths have been significantly increased, and 2-piece laser-beam welded gear construction allows greater control of tooth angles, pitch, and alignment. The bolstered one-piece countershaft resists distortion, while redesigned shift forks with permanently mounted shift links eliminate the wear and float that caused incomplete shifts in earlier designs. Spring-loaded ball-type inserts replace the stamped-steel shift keys of previous generations, delivering short, smooth shifts without the notchy feel.

The Magnum works with GM small block, big block, and LS engines when paired with the correct bellhousing. Clutch release provisions are modeled after the T-56 in 1998-2002 Camaros and Firebirds, designed for use with hydraulic throwout bearings. Multiple shift stub relocation kits are available for use with factory 4-speed consoles. When you purchase from MDL, you get our extended warranty coverage plus lifetime technical support from drivetrain experts who actually use these parts.

What's Included

• TREMEC T-56 Magnum 6-speed transmission (TUET16885)
• OEM-grade die-cast aluminum reversible shifter assembly
• Dual speedometer pickup provisions (electric and mechanical)
• Built-in reverse light switch
• Built-in reverse lockout
• MDL extended warranty - 1 additional year beyond manufacturer warranty with 1-year grace period
• Lifetime technical support

Key Features

• Precision-machined billet aluminum construction for maximum weight savings
• 1" left, straight up or .5" forward stub positioning for ideal 1967 Camaro/Firebird tunnel placement
• Rear shifter position with front socket location for factory-correct ergonomics
• 7/8" on-center shifter stub mounting accepts most aftermarket shift levers
• Belleville washers deliver crisp 2-3 shift detent feel
• No-stops design simplifies servicing and eliminates mechanical parts that can break
• High-temperature lower dust boot included
• Red anodized finish for long-lasting durability
• Proudly made in the USA

Description

Swapping a TREMEC Magnum into a first-gen F-body presents a common headache: the factory shifter won't line up with the original tunnel opening. The Qwik Stik solves this problem with a close-ratio, short-throw shifter engineered specifically for 1967 Camaro and Firebird applications. This precision-machined assembly repositions the shift point exactly where it needs to be—right in the factory console location—while delivering lightning-quick shift response.

The compact top turret design clears restrictive tunnel openings where larger OEM-style shifters simply won't fit. Machined from billet aluminum, the Qwik Stik eliminates the weight and flex common to cast shifters. The rear shifter position with front socket orientation, combined with the 1" left, straight up or .5" forward stub positioning, dials in perfect ergonomics for first-gen F-body builds. The TREMEC Magnum's 700 lb-ft torque capacity deserves a shifter that matches its performance—and this is it.

Unlike traditional shifters with mechanical stops that can break or wear out, the Qwik Stik uses Belleville spring washers to provide consistent, crisp detent feel while allowing easy access for maintenance when needed. This design choice means fewer failure points and less downtime. The included high-temperature dust boot seals the transmission opening against the heat cycles common in high-performance applications.

This shifter mounts directly to your TREMEC Magnum transmission using existing mounting points—no custom fabrication required. Compatible with most aftermarket shift levers using standard 7/8" on-center mounting. Note: This shifter does not include mechanical stops. Attach your preferred shift lever, boot, and knob, and you're ready to row gears. Made in the USA.

What's Included

• Billet aluminum shifter assembly with red anodized finish
• High-temperature lower dust oil boot
• Belleville spring washers

Key Features

• SFI 6.1 certified for cars running 11.49 seconds or faster in the quarter mile
• Built from high-grade steel that work hardens to over 80,000 PSI strength--more than twice the strength of other steel bellhousings
• Proprietary spin-forming process creates the most dimensionally accurate and stable bellhousings available
• Supports 153 or 168-tooth flywheels with clutches up to 11 inches
• 5.950-inch bellhousing depth designed exclusively for hydraulic release bearing operation
• Lightweight 22 lb. design maintains maximum protection without excess weight
• Universal fit--not vehicle specific--ideal for custom builds and swaps
• Gold iridite finish with MIG-welded thread inserts for transmission mounting
• 100% built in the USA

Description

When you're building a high-performance drivetrain that demands bulletproof protection and perfect alignment, the QuickTime RM-6023 steel bellhousing delivers what stamped or rolled steel units simply cannot. This SFI 6.1 certified scatter shield connects small-block or big-block Chevy engines (including Gen I and Gen II LT1) to GM T56, T-56 Magnum, or T-56 Magnum XL transmissions--making it the go-to solution for LS T56 swaps into classic Chevy muscle.

QuickTime's proprietary spin-forming process is what sets these bellhousings apart from everything else on the market. Rather than rolling or stamping sheet steel, QuickTime spins each cone from high-grade steel that work hardens to over 80,000 PSI--more than twice the strength of competing steel bellhousings. This process creates the most dimensionally stable and accurate bellhousing available, eliminating drivetrain wear caused by flex and maintaining perfect engine-to-transmission alignment throughout the entire RPM range. Patents cover 16 points of design and manufacturing process.

The RM-6023 features a 5.950-inch bellhousing depth and is designed exclusively for hydraulic release bearing operation--QuickTime recommends the Hays #82-120 or Holley #319-100 units. The bellhousing accepts 153 or 168-tooth flywheels with clutches no larger than 11 inches, and OEM starters are recommended for ease of fitment. At just 22 pounds, this bellhousing keeps weight down while maintaining the protection required for serious performance applications.

This is a universal fit bellhousing--not vehicle specific--making it ideal for custom builds and swaps across multiple Chevy platforms. SFI 6.1 certification is required by most sanctioning bodies for cars running 11.49 or faster in the quarter mile, ensuring this bellhousing meets the most demanding safety standards. Built 100% in the USA with a durable gold iridite finish and MIG-welded thread inserts for professional fit and function.

What's Included

• QuickTime RM-6023 spin-formed steel bellhousing with gold iridite finish
• Engine block plate
• Grade 8 mounting hardware
• Installation instructions
• Lifetime technical support from MDL

Note: Transmission mounting bolts not included.

Key Features

• Application-specific hardware for T56 Magnum to aluminum bellhousing mounting
• M10x1.5 thread pitch bolts sized specifically for aluminum bellhousing thickness
• Bolt lengths differ from steel bellhousing kits to ensure proper thread engagement
• Designed for GM Magnum (GM/Viper version) T56 transmissions
• Eliminates the guesswork of sourcing correct fasteners for your LS swap

Description

When bolting a T56 Magnum to an aluminum bellhousing in your LS-powered build, generic hardware or bolts pulled from a steel bellhousing setup won't cut it. Aluminum bellhousings have different material thickness and thread engagement requirements than their steel counterparts, which means you need fasteners specifically sized for the application. Using the wrong length bolts can result in insufficient thread engagement or, worse, bottoming out before achieving proper clamping force.

This hardware kit provides the correct M10x1.5 bolts engineered specifically for aluminum bellhousing installations. The bolt lengths account for the aluminum bellhousing's material thickness, delivering proper thread engagement into the T56 Magnum's transmission case. This ensures a secure, reliable connection between your bellhousing and transmission without the risk of stripped threads or loose fasteners.

Designed for use with GM Magnum (GM/Viper version) T56 transmissions and compatible aluminum bellhousings in Chevy LS applications. Whether you're building an F-body restomod, an LS swap project, or a custom performance build, this kit gives you the exact hardware you need for a proper installation.

Kit Includes

• M10x1.5 transmission-to-bellhousing bolts (aluminum bellhousing specific length)
• transmission to bellhousing bolts, transmission mount hardware, speedo cable hardware, Bellhousing block plate bolts
• Complete hardware for bellhousing-to-transmission connection

Key Features

• Complete bolt set for mounting Chevy LS steel bellhousing to engine and T56 Magnum transmission
• 26 total fasteners including 10mm hex flange bolts and Grade 8 hardware
• Black finish on primary 10mm mounting bolts for corrosion resistance
• Grade 8 7/16-14 x 1 inch UNC bolts for high-stress mounting points
• Includes all necessary lock washers in 7/16-inch sizing
• Designed specifically for steel bellhousing applications - aluminum bellhousings require different hardware

Description

Sourcing the correct hardware for a T56 Magnum installation can derail an otherwise straightforward build. Different bolt lengths, thread pitches, and grades are required at various mounting points throughout the bellhousing assembly, and mixing up specifications leads to stripped threads, improper clamping force, or worse. This hardware kit eliminates the guesswork by providing every fastener needed to properly mount your steel bellhousing to an LS engine block and bolt the T56 Magnum transmission to the bellhousing.

The kit includes eight 10mm-1.5 x 50mm hex flange bolts with black finish for the primary bellhousing-to-engine connection, along with eight 10mm-1.5 x 40mm black hex flange bolts for transmission-to-bellhousing mounting. Two shorter 10mm-1.5 x 30mm hex flange bolts handle secondary mounting locations. For high-stress connection points, two Grade 8 7/16-14 x 1 inch UNC hex bolts deliver the strength needed to handle drivetrain loads without stretching or backing out.

Two Grade 5 6mm-1.0 x 16mm hex bolts round out the fastener selection for accessory mounting points. Lock washers in 7/16-inch sizing are included to prevent loosening under vibration. Each fastener is sized and graded for its specific location in the assembly - the right hardware in the right place every time.

This kit is designed specifically for steel bellhousing installations. Aluminum bellhousings use different bolt lengths due to material thickness differences. Compatible with Chevrolet LS engines paired with TREMEC T56 Magnum transmissions.

What's Included

• (8) 10mm-1.5 x 50mm hex flange bolts, black finish
• (8) 10mm-1.5 x 40mm hex flange bolts, black finish
• (2) 10mm-1.5 x 30mm hex flange bolts
• (2) 6mm-1.0 x 16mm hex bolts, Grade 5
• (2) 7/16-14 x 1 inch UNC hex bolts, Grade 8
• (2) 7/16-inch lock washers
• (1) Bolt, 1/4"-20 thread
• (2) Lock washers

Key Features

• Complete 11-inch GM clutch set with organic friction facings for smooth, progressive engagement
• 26-spline x 1-1/8-inch input shaft configuration for TREMEC TKX, TKO, and T-56 compatibility
• Diaphragm-style pressure plate with 12-5/8-inch equal bolt pattern and 3/8"-16 hardware
• Low lever height design provides increased bellhousing clearance for concentric slave cylinders
• 350 ft-lb torque capacity sized for street cruisers and mildly modified V8s
• Sprung hub design isolates drivetrain shock and reduces noise transmission
• Hand-assembled and double-checked in-house at MDL in Caldwell, Idaho
• Backed by a 1-year free-from-defect warranty

Description

Running a hydraulic release system in your GM build? Standard pressure plate lever heights can quickly eat into your bellhousing clearance when paired with a concentric slave cylinder. The MDL Superior 11-inch GM clutch set solves that problem with a low lever height pressure plate engineered specifically for hydraulic actuation, giving you the room you need without compromising clamp load or engagement feel.

The organic friction facings deliver the smooth, progressive engagement that makes street driving enjoyable. Unlike aggressive ceramic or metallic facings that grab hard and chatter at low speeds, organic material provides predictable modulation for stop-and-go traffic, parking lot maneuvers, and spirited cruising alike. Rated at 350 ft-lb of torque, this clutch is properly sized for naturally aspirated small blocks and mildly modified V8s where drivability matters as much as capability.

The 26-spline x 1-1/8-inch hub mates directly to TREMEC transmissions including the TKX, TKO, and T-56 Magnum. The 12-5/8-inch equal bolt pattern with 3/8"-16 hardware fits GM 11-inch and 12-inch flywheels. A sprung hub design absorbs torsional shock and dampens gear rattle, translating to a quieter, more refined driving experience. Complete with pilot bushing and alignment tool, this kit arrives ready to install.

Every MDL Superior clutch is hand-assembled in our Caldwell, Idaho facility using the finest available components. Each unit is double-checked for accuracy and quality before shipping, so you receive a ready-to-install premium piece right out of the box. Made in the USA and backed by a 1-year free-from-defect warranty with lifetime technical support.

What's Included

• Diaphragm-style pressure plate with low lever height for hydraulic actuation
• Organic-faced clutch disc with sprung hub - 11-inch diameter, 26-spline x 1-1/8-inch
• Pilot bushing
• Clutch alignment tool
• Installation and break-in instructions
• 1-year free-from-defect warranty
• Lifetime technical support

Key Features

• 500 ft-lb torque capacity for performance street-plus applications
• Dual-friction design: Kevlar facing on pressure plate side, steel-backed organic on flywheel side
• 26-spline input, 1-1/8-inch diameter hub
• Low lever height optimized for hydraulic concentric slave cylinder clearance
• 12-5/8-inch EQ bolt pattern fits early GM applications
• Diaphragm-style pressure plate for consistent clamping force
• Sprung hub design absorbs driveline shock and reduces gear rattle
• Hand-assembled and double-checked in-house at MDL
• 1-year warranty against manufacturing defects
• Made in the USA

Description

Hydraulic clutch conversions in early GM muscle cars often run into the same problem: standard clutch assemblies interfere with concentric slave cylinders, forcing builders to compromise on actuation or clearance. The MDL Superior 11-inch Clutch Kit solves this with a specifically engineered low lever height that provides the room needed for clean hydraulic operation without binding or interference.

The dual-friction disc combines Kevlar facing on the pressure plate side with steel-backed organic material on the flywheel side. This pairing delivers smooth, progressive engagement for streetable daily driving while providing the grip to handle 500 ft-lb of torque. The sprung hub absorbs driveline shock loads and dampens gear rattle--critical for performance street builds where drivability matters as much as power capacity. The diaphragm-style pressure plate maintains consistent clamping force across the full range of clutch wear.

Every MDL Superior clutch is hand-assembled in-house in Caldwell, Idaho. Components are double-checked for accuracy and quality before they go in the box, so you receive a ready-to-install kit with no surprises. The 12-5/8-inch EQ bolt pattern fits 1960-1990 Chevrolet, Pontiac, Oldsmobile, and Buick applications. Backed by a 1-year warranty against manufacturing defects and MDL's lifetime technical support.

What's Included

• Diaphragm-style pressure plate with low lever height for hydraulic CSC clearance
• Dual-friction clutch disc with Kevlar/steel-backed organic facings and sprung hub
• Pilot bushing
• Clutch alignment tool
• Installation and break-in instructions
• 1-year warranty against manufacturing defects
• Lifetime technical support

Key Features

• 500 HP torque capacity - Rated for high-output street and track builds
• Kevlar/Kevlar disc facings - Superior heat resistance and consistent engagement under demanding conditions
• 11-inch diaphragm pressure plate - 12-5/8-inch equidistant bolt pattern for GM applications
• 26 x 1-1/8-inch spline configuration - Compatible with TREMEC TKX, TKO, and T56 Magnum transmissions
• Low lever height pressure plate - Engineered for clearance with hydraulic concentric slave cylinders
• Sprung hub design - Smooth engagement and drivetrain vibration damping
• Hand-assembled in-house at MDL - Double-riveted construction with exacting quality control
• 1-year free-from-defect warranty - Backed by MDL's quality guarantee

Description

Running a hydraulic release bearing setup in your GM-powered build? Standard clutch kits weren't designed with concentric slave cylinder clearance in mind, leading to fitment headaches and binding issues. The MDL Superior 11-inch GM clutch kit solves this problem with a diaphragm pressure plate specifically engineered with a lower lever height, providing the clearance hydraulic CSC systems demand while delivering 500 HP capacity for serious performance applications.

The disc features Kevlar/Kevlar facings on both friction surfaces - a material choice that delivers exceptional heat dissipation, consistent bite characteristics, and extended service life compared to organic facings. This makes the kit equally at home on the street, at open track days, or road course events where repeated hard launches and sustained high-temperature operation are the norm. The sprung hub design absorbs drivetrain shock loads and smooths out engagement, eliminating the harshness that plagues many high-performance clutch setups.

Every Superior clutch is hand-assembled at MDL's Caldwell, Idaho facility. The discs are double-riveted to maintain quality and flawless operation - no shortcuts, no outsourced assembly. The 26 x 1-1/8-inch spline configuration matches GM TREMEC TKX and TKO input shafts, while the 12-5/8-inch equidistant bolt pattern fits flywheels for classic GM V8 applications. This is a Performance Proven product - it has survived the rigorous challenges of racing on and off the track.

Designed for street, cruising, road course, and racing applications. Proudly made in the USA.

What's Included

• 11-inch diaphragm pressure plate with low lever height for hydraulic CSC clearance
• 11-inch clutch disc with Kevlar/Kevlar facings and sprung hub (26 x 1-1/8-inch spline)
• Pilot bushing
• Clutch alignment tool
• 1-year free-from-defect warranty
• Lifetime technical support

Key Features

• 11" diameter clutch with 12-5/8" equalizer bolt pattern for GM applications
• Dual-compound friction disc: Kevlar facing on pressure plate side, ceramic facing on flywheel side
• 26-spline, 1-1/8" input shaft compatibility for TREMEC TKX, TKO, and T56 Magnum transmissions
• Low lever height pressure plate optimized for hydraulic concentric slave cylinder clearance
• 600 lb-ft torque rating for aggressive street and drag applications
• Sprung hub design absorbs driveline shock for smoother engagement
• Hand-assembled in-house with double-riveted construction
• Diaphragm-style pressure plate for consistent clamping force
• Performance Proven designation--tested in racing conditions on and off the track
• Made in the USA with 1-year free-from-defect warranty

Description

High-output GM builds often face a clutch dilemma: maximum holding power is required, but engine bay constraints prevent stepping up to a larger diameter disc. The Superior 11" Kevlar/Ceramic clutch set solves this problem by combining aggressive friction materials with a low lever height design specifically engineered for hydraulic concentric slave cylinder applications. The result is 600 lb-ft of torque capacity in a package that clears modern hydraulic release systems without binding or inconsistent pedal feel.

The dual-compound friction disc places Kevlar on the pressure plate side and ceramic on the flywheel side--a combination that delivers the best of both materials. Ceramic's higher coefficient of friction provides the hard-hitting bite needed for drag launches and quick shifts, while Kevlar contributes smoother engagement characteristics. The ceramic material contains iron particles that actually increase friction as temperatures rise, making this clutch thrive under sustained abuse in road course and strip conditions where lesser friction materials would fade.

Every Superior clutch disc is hand-assembled in MDL's facility to exacting tolerances. Double-riveted construction ensures the friction material stays put under repeated high-load cycles, while the sprung hub design absorbs driveline shock and smooths power delivery. The diaphragm-style pressure plate provides consistent clamping force across the entire disc surface. This clutch set fits GM bellhousing patterns with a 12-5/8" equalizer bolt pattern and mates to any 26-spline, 1-1/8" input shaft--including TREMEC TKX, TKO, and T56 Magnum transmissions.

MDL's Performance Proven designation means this clutch has survived the rigorous challenges of racing on and off the track. Backed by a 1-year free-from-defect warranty and Made in the USA.

What's Included

• 11" diaphragm-style pressure plate with low lever height
• Kevlar/ceramic friction disc with sprung hub (26-spline, 1-1/8")
• Pilot bushing
• Clutch alignment tool
• Installation and break-in instructions
• 1-year free-from-defect warranty

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

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

What's Included

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

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

Key Features

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

Description

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

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

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

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

What's Included

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

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

Key Features

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

Description

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

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

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

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

Kit Includes

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

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

Tilton ST-246 Twin-Disc Clutch & Flywheel Assembly | SBC & BBC 6-Bolt | 1250 lb-ft

Key Features

• 1250 lb-ft torque capacity with solid-hub cerametallic discs for street/strip applications
• Precision-machined aluminum clutch cover shares technology from Tilton's OT-Series racing clutches
• Double-thickness floater plate eliminates gear clatter and improves heat dissipation
• Chromoly steel flywheel with integrated ring gear and precision register for optimal balance
• Heavy-duty straps connect pressure plate and floater plate to minimize noise and ensure clean clutch release
• 26-spline, 1-1/8" input designed for Chevy Small Block and Big Block applications
• Internally balanced flywheel with 6-bolt crank pattern - ready to install
• Compatible with OEM throwout bearings (pilot bearing and throwout bearing not included)

Description

When your Small Block or Big Block Chevy build demands serious holding power, generic twin-disc setups with stamped steel pressure plates fall short. The Tilton ST-246 was engineered from the ground up as a true performance twin-disc clutch - not an OEM-type stamped steel pressure plate with a floater added. This complete clutch and flywheel assembly handles 1250 lb-ft of torque through advanced engineering that Tilton has proven across nearly 50 years of racing clutch development.

The precision-machined aluminum clutch cover shares technology from Tilton's championship-winning OT-Series racing clutches, featuring heavy-duty straps that attach the pressure plate and floater plate to minimize noise and provide clean clutch release. The floater plate is twice the thickness of most competitors, which eliminates the gear rattle that plagues thin-plate designs while providing superior heat dissipation for consistent performance under demanding street/strip use.

The high-mass main pressure plate and floater plate are machined from the same proprietary materials used in Tilton's racing clutches, providing high heat capacity and resistance to warpage. The solid-hub cerametallic discs deliver positive, precise engagement characteristics ideal for street/strip applications where maximum holding power is non-negotiable. Unlike sprung-hub organic designs, the solid hub construction provides the strength required for high-torque applications.

The chromoly steel flywheel features an integrated ring gear and precision register that locates the clutch for optimal balance - eliminating the loose-fitting bolts and dowels used with stamped steel designs. This assembly is internally balanced and ready to install on any Chevy Small Block or Big Block with a 6-bolt crankshaft pattern. Compatible with OEM release bearings; for GM TKO/TKX applications with hydraulic release, see item# MD-900-2507-A for an HRB. Pilot bearing and throwout bearing sold separately. Since 1972, Tilton Engineering has been the leading supplier of small-diameter racing clutches, winning championships in F1, NASCAR, IMSA, IndyCar, SCCA, Formula Drift, and SCORE.

Kit Includes

• Precision-machined aluminum clutch cover with heavy-duty straps
• High-mass pressure plate (proprietary racing clutch material)
• Double-thickness strapped steel floater plate
• Two solid-hub cerametallic clutch discs (26-spline, 1-1/8")
• Chromoly steel flywheel with integrated ring gear (internally balanced, 6-bolt)
• Clutch bolts
• Flywheel bolts
• Clutch alignment tool

Note: Pilot bearing and throwout bearing not included.

[VERIFY: Ring gear tooth count - description states 153-tooth but product attributes show 168-tooth. Please confirm correct tooth count for SBC/BBC 6-bolt application.]

Key Features

• Lightened billet steel construction for strength and reduced rotating mass
• 168-tooth ring gear for compatibility with standard Chevy starters
• Zero (internal) balance configuration for Chevy 265-427 and 572 engines
• 2.485" crankshaft register diameter fits 2-piece rear main seal applications
• Dual clutch bolt pattern accepts both 10.5" (11-5/8" bolt circle) and 11" (12-5/8" bolt circle) clutch assemblies
• Six-bolt crankshaft mounting pattern
• 25 lb. weight balances performance gains with street drivability
• Made in the USA

Product Overview

Reducing flywheel weight is one of the most effective ways to improve throttle response and free up horsepower that would otherwise be lost spinning excess rotating mass. This lightened billet steel flywheel strips weight strategically while retaining the structural integrity and heat dissipation characteristics that billet steel provides. The result is quicker revs, sharper acceleration, and a more responsive drivetrain without the harsh engagement or stalling tendencies of ultra-lightweight aluminum units.

This flywheel is engineered for internally balanced (zero balance) Chevy small block and big block engines with 2-piece rear main seals. That covers the classic 265, 283, 302, 305, 307, 327, 350, 396, 402, and 427 cubic inch displacements, plus the 572 crate engine. The 2.485" crankshaft register diameter and six-bolt flange pattern ensure proper centering and secure mounting on these applications. Keep in mind that 400 small blocks and 454 big blocks use external balance cranks and require a different flywheel.

The dual clutch bolt pattern gives you flexibility in clutch selection, accepting both GM 10.5" clutches with the 11-5/8" bolt circle and 11" clutches with the 12-5/8" bolt circle. At 25 pounds, this flywheel sits in the sweet spot between full-weight OEM units and aggressive race-only aluminum flywheels, delivering noticeable performance improvement while maintaining smooth engagement and everyday drivability. The 168-tooth ring gear works with standard Chevy starters and fits most aftermarket bellhousings.

Kit Includes

• Lightened billet steel flywheel with 168-tooth ring gear
• Precision-machined friction surface
• Lifetime tech support from MDL

Key Features

• Nodular (ductile) iron construction delivers superior tensile strength, impact resistance, and crack resistance over gray cast iron
• 168-tooth ring gear with 14.086" diameter for compatibility with angle bolt pattern starters
• Zero balance for internally balanced Chevy small block and big block engines
• 12-5/8" pressure plate bolt pattern accepts 11" clutch discs
• 2.485" crankshaft register bore sized for two-piece rear main seal engines
• 6-bolt crankshaft mounting with 7/16" bolt pattern
• 30 lb. weight provides smooth engagement and adequate rotational mass
• Direct bolt-in replacement--no resurfacing of a worn core required

Description

Whether you're converting to a manual transmission or replacing a worn or damaged flywheel, this nodular iron unit delivers a cost-effective upgrade over gray cast iron without the expense of billet steel. Nodular iron--also known as ductile iron--transforms gray iron's crack-promoting graphite flakes into spheres through a specialized alloying process. The result is a material with superior yield strength, elongation, and impact resistance compared to conventional cast iron, making it an excellent choice for high-performance street engines.

This flywheel fits '55-'85 Chevy small block and big block V8s equipped with two-piece rear main seals. The 2.485" crankshaft register bore ensures proper centering on compatible cranks, while six 7/16" bolts secure the flywheel to the crankshaft flange. The precision-machined clutch surface provides consistent engagement, and the zero balance specification makes this flywheel compatible with all internally balanced engines from this era--265, 283, 302, 305, 327, 350, 396, 427, and 454 applications included.

The 168-tooth ring gear measures 14.086" in diameter and requires an angle bolt pattern starter. Transmission bellhousings will clear both 153-tooth and 168-tooth flywheels, but starter selection is critical--verify your block is drilled for the angle bolt pattern or plan to add the holes. The 12-5/8" pressure plate bolt pattern accepts 11" clutch discs, giving you access to higher-capacity clutch options compared to the smaller 153-tooth flywheels limited to 10.5" discs.

At 30 lbs., this flywheel provides adequate rotational mass for smooth idle and engagement characteristics on street-driven vehicles. Nodular iron is an ideal balance between the brittleness of gray iron and the cost of SFI-rated billet steel--well suited for spirited street use below 6,000 RPM. For dedicated racing applications or engines running sustained high RPM, step up to a billet steel SFI-rated unit.

Kit Includes

• Nodular iron flywheel with precision-machined clutch surface
• 168-tooth ring gear (factory installed)
• Clutch pattern chart (PDF)

Specifications

• Material: Nodular (ductile) iron
• Ring Gear: 168 teeth, 14.086" diameter
• Balance: Zero (internal balance engines only)
• Crankshaft Register Bore: 2.485"
• Pressure Plate Bolt Pattern: 12-5/8"
• Compatible Clutch Disc Diameter: 11"
• Crankshaft Bolt Pattern: 6-bolt, 7/16"
• Weight: 30 lbs.
• Application: 1955-1985 Chevy small block and big block V8 (two-piece rear main seal)
• Starter Compatibility: Angle bolt pattern

Key Features

• Lightened billet steel construction at 25 lbs reduces rotational mass versus OEM cast iron flywheels
• 168-tooth ring gear for proper starter engagement with angle-mount starters
• External balance configuration matches 1991-up Gen V/VI 454 crankshaft requirements
• 2.485-inch crank register bore for one-piece rear main seal applications only
• 12-5/8-inch clutch bolt pattern accepts 11-inch pressure plates
• Six-bolt crankshaft mounting pattern with standard 3.580-inch bolt circle
• Single-disc clutch compatible
• Made in the USA

Description

When GM introduced the one-piece rear main seal on 1991-and-later 454 big-block engines, the flywheel mounting dimensions changed significantly from the earlier two-piece seal design. This lightened billet steel flywheel is purpose-built for Gen V and Gen VI 454 engines, featuring the correct 2.485-inch center register bore and updated bolt circle that one-piece rear main seal cranks require. If your block rolled off the line in 1991 or later, this is the flywheel that fits.

At 25 pounds, this billet steel unit cuts significant rotational mass compared to heavy OEM cast iron flywheels while retaining the durability and heat capacity that street-driven big-blocks demand. The external balance design incorporates the precise counterweight distribution required by 454 rotating assemblies, which cannot achieve internal balance due to stroke length and counterweight packaging constraints inside the crankcase.

The 168-tooth ring gear ensures proper engagement with angle-bolt-pattern starters standard on big-block Chevy applications. The 12-5/8-inch clutch bolt pattern is sized for 11-inch pressure plates, making this flywheel ideal for street performance builds where improved throttle response and quicker revs matter without sacrificing smooth launches and daily drivability.

This flywheel will not fit earlier 1970-1990 Mark IV 454 engines with two-piece rear main seals--those applications require a different flywheel with different mounting dimensions. Precision-machined and made in the USA, this flywheel delivers the quality and fitment accuracy your 454 manual transmission conversion or rebuild demands.

What's Included

• One lightened billet steel flywheel with 168-tooth ring gear
• External balance counterweighting for 1991-up 454 applications
• Precision-machined friction surface

Key Features

• Nodular (ductile) iron construction delivers superior yield strength, elongation, and impact resistance compared to gray cast iron
• 168-tooth ring gear with external balance weight configuration for 383/400 small block Chevy engines
• Designed for 1970-1985 two-piece rear main seal applications
• Supports single disc clutches up to 11 inches in diameter
• Six-bolt crankshaft mounting pattern
• 12-5/8" equidistant clutch pressure plate bolt pattern
• Precision machined and balanced for smooth operation
• Cost-effective upgrade over stock gray cast iron flywheels for high-performance street engines

Description

When you're building a 383 stroker or freshening a 400 small block Chevy, the flywheel choice matters more than most builders realize. Gray cast iron flywheels work fine for stock applications, but they shouldn't be associated with high horsepower, sticky drag radials, or engines that see more than 6,000 rpm. This nodular iron flywheel solves that problem by delivering the ductility and impact resistance your performance build demands -- without the expense of stepping up to billet steel.

Nodular iron (also called ductile iron) gets its strength from an alloying process that converts gray iron's crack-promoting graphite flakes into spheres, or nodules. This microstructural transformation gives the metal superior ductile characteristics with advantages over gray iron in yield strength, elongation, and impact resistance. For a high-performance street engine that sees spirited driving but doesn't require SFI certification for organized competition, nodular iron represents the sweet spot between cost and capability.

The 400 SBC and aftermarket 383 strokers built on 400 cranks require externally balanced flywheels with weighted counterbalance -- you cannot use a neutral-balance 350 flywheel. This 168-tooth configuration matches the larger flywheel diameter common in truck and full-size applications and provides proper starter engagement. The six-bolt crankshaft mounting pattern secures directly to your two-piece rear main seal crankshaft, and the 12-5/8" equidistant clutch bolt pattern accepts industry-standard pressure plates.

Each flywheel is precision machined to specification after casting, then balanced and inspected for quality and fitment. Compatible with single disc clutches up to 11 inches in diameter, giving you flexibility in clutch selection for your power level and driving style. Fits 1970-1985 Chevrolet 383 and 400 engines with two-piece rear main seal cranks.

What's Included

• Nodular iron flywheel with 168-tooth ring gear
• External balance weight configuration

Key Features

• Billet steel construction for superior strength over cast iron in high-torque applications
• External balance weighting matched to Chevy 400 and 383 stroker crankshaft requirements
• 168-tooth ring gear for improved starter leverage on big-inch, high-compression engines
• 6-bolt crankshaft flange with 3.580-inch bolt pattern for 2-piece rear main seal blocks
• 2.485-inch crank register bore ensures precise crankshaft alignment
• Accepts 11-inch clutch assemblies with 12-5/8-inch pressure plate bolt pattern
• Direct fit for 1970-1985 Chevy 400 and externally balanced 383 stroker builds
• Made in the USA

Description

The Chevy 400 small block and 383 stroker combinations share a common challenge: they require externally balanced rotating assemblies. Unlike internally balanced engines where all counterweight mass lives on the crankshaft, the 400's longer 3.75-inch stroke demanded offset weight on both the harmonic balancer and flywheel to achieve proper balance. This MDL billet steel flywheel carries the correct external balance weighting to eliminate vibration and ensure smooth operation throughout the RPM range.

Billet steel construction delivers significant advantages over factory-style cast iron flywheels in performance applications. Cast flywheels can crack or fail catastrophically under high-RPM use, while billet steel provides the structural integrity these high-torque engines demand. The precision-machined clutch surface is ready for installation with your choice of 11-inch clutch assemblies using the 12-5/8-inch bolt pattern.

The 168-tooth ring gear provides better mechanical advantage for your starter motor, reducing amperage draw and improving cranking performance on high-compression builds. The larger diameter ring gear was factory equipment on all 400 small blocks and is the proper choice when running externally balanced 383 stroker combinations with 400 crankshafts. Note that the 168-tooth flywheel requires a starter with the diagonal (offset) bolt pattern.

Engineered specifically for 1970-1985 two-piece rear main seal Chevy blocks, this flywheel features the correct 6-bolt mounting pattern with 3.580-inch bolt circle and 2.485-inch crank register bore. Whether you're building a numbers-matching 400 restoration or assembling a streetable 383 stroker, this American-made billet flywheel provides the foundation for a reliable, vibration-free manual transmission swap.

What's Included

• Billet steel flywheel with 168-tooth ring gear
• External balance weight for Chevy 400/383 stroker applications
• 6-bolt crankshaft mounting (3.580-inch bolt pattern)
• 2.485-inch crank register bore
• 11-inch clutch surface with 12-5/8-inch pressure plate bolt pattern

Key Features

• Precision-machined billet aluminum construction dramatically reduces rotational mass
• 168-tooth ring gear with riveted steel clutch facing permanently fastened to prevent ring gear separation
• 6-bolt crankshaft mounting pattern with 7/16" hardware
• External balance configuration for 1986 and later 5.7L engines with one-piece rear main seals
• 12-5/8" pressure plate bolt pattern accommodates 11" clutch applications
• Made in the USA

Description

When you need to shed rotating weight without sacrificing reliability, this billet aluminum flywheel delivers the performance advantage serious builds demand. Aluminum construction significantly reduces rotational mass compared to cast iron or steel units, allowing the engine to rev faster and respond more sharply to throttle inputs - critical for track applications where every millisecond of engine response matters.

This flywheel is precision-machined from billet aluminum and features a riveted steel clutch facing that ensures the ring gear stays permanently attached to the flywheel body. Unlike press-fit or interference-fit ring gears that can walk off under high-RPM abuse, this riveted design eliminates separation concerns. The 168-tooth configuration provides proper starter engagement for 1986 and later Chevy 5.7L applications that require external balance.

Six mounting bolts secure the flywheel to the crankshaft using 7/16" hardware, while the 12-5/8" pressure plate bolt pattern accommodates standard 11" clutch setups. Built specifically for external balance 5.7L engines with one-piece rear main seals, this flywheel eliminates the guesswork in engine balancing for '86-up Gen II small blocks. It is recommended to warm the flywheel before installation to ensure proper thermal expansion during mounting.

Note: Aluminum flywheels store and transmit less inertia than steel units. While this improves throttle response, it also makes the engine easier to stall at low RPMs. If pairing with a dual-disc clutch set, the added disc mass offsets some of this effect. Aluminum flywheels should never be paired with ceramic or bronze clutches due to the added heat they generate. Made in the USA.

What's Included

• Billet aluminum flywheel with riveted steel clutch facing
• 168-tooth ring gear permanently fastened to flywheel body
• Lifetime technical support

Key Features

• Nodular iron construction - superior strength and ductility over brittle cast gray iron
• 168 tooth ring gear for large GM bellhousing and angle-mount starter applications
• 23oz external balance matches 1986-up Chevy 5.7L one-piece rear main seal engines
• 30 lb. weight provides excellent rotational inertia for smooth street drivability
• Six-bolt crankshaft mounting pattern with 3.00-inch bolt circle
• 2.067-inch crankshaft register diameter for proper centering
• Accepts 11-inch single disk clutches with 12-5/8-inch pressure plate bolt pattern
• Also fits 4.3L and 5.0L engines with one-piece rear main seal
• OE# 14088648

Description

When you need better strength than brittle cast gray iron but don't require the cost of billet steel, nodular iron delivers the ideal middle ground. This flywheel replaces factory and gray iron units with superior nodular iron construction that transforms the crack-promoting graphite flakes found in conventional castings into spheres or nodules - giving the metal enhanced ductility, yield strength, and impact resistance.

At 30 pounds, this flywheel maintains the standard weight range that V8 street engines need for smooth operation. Heavier flywheels store more rotational energy to help get your vehicle moving smoothly from stops and reduce the abrupt engagement characteristics that lightweight flywheels can exhibit in traffic. The 168-tooth ring gear requires an angle-mount starter and fits large GM bellhousings - if you're switching from a 153-tooth flywheel, confirm your starter bolt pattern matches.

Designed specifically for 1986-up Gen II small block Chevy engines with one-piece rear main seals, this flywheel features the smaller 3.00-inch crankshaft bolt circle and 2.067-inch register bore that distinguish one-piece seal engines from earlier two-piece designs. The 23oz external imbalance is factory-correct for stock 305/5.0L and 350/5.7L rotating assemblies - note that this flywheel does not fit 383 stroker combinations, which typically require a neutral-balance or differently-weighted flywheel depending on crankshaft selection.

The 12-5/8-inch pressure plate bolt pattern accepts standard 11-inch single disk clutches. For motorsports applications, understand that while nodular iron offers significant improvements over gray iron, billet steel remains the preferred choice for sustained high-rpm use above 6,000 rpm or high-horsepower drag racing with sticky tires.

What's Included

• One nodular iron flywheel with 168 tooth ring gear
• Precision-machined clutch friction surface
• Factory-balanced 23oz external imbalance

Key Features

• Lightened billet steel construction at 25 lbs reduces rotational mass for quicker throttle response
• Zero balance design for internally balanced 1986-up Chevy 5.7L/350ci engines
• 168-tooth ring gear compatible with standard GM starters
• 2.067-inch crank registration for one-piece rear main seal applications
• Dual clutch bolt patterns: 11-5/8-inch and 12-5/8-inch for 10.5-inch and 11-inch clutch assemblies
• 6-bolt crankshaft mounting pattern with 7/16-inch flywheel bolts
• 3/8-inch pressure plate bolt size for secure clutch attachment
• Machined from US-milled billet steel and made in the USA

Description

Swapping a modern 5-speed or 6-speed into your '86-up small-block Chevy project requires a flywheel that matches the one-piece rear main seal crank configuration while delivering the reduced rotating mass that brings your engine to life. This lightened billet steel flywheel weighs 25 pounds--significantly lighter than OEM cast iron units--providing the quicker engine acceleration and sharper throttle response your performance build demands without sacrificing the smooth engagement characteristics you need for street driving.

Precision-machined from US-milled billet steel, this flywheel features zero balance for internally balanced engines, eliminating the need for external counterweights. The 168-tooth ring gear ensures compatibility with standard GM starters, while the 2.067-inch crank registration bore precisely matches the one-piece rear main seal crankshaft configuration found on all 1986 and later 5.7L/350ci small-blocks. The 6-bolt mounting pattern secures the flywheel to the crankshaft using 7/16-inch bolts for maximum clamping force.

Dual clutch bolt patterns--11-5/8-inch and 12-5/8-inch--accommodate both 10.5-inch and 11-inch clutch assemblies with 3/8-inch pressure plate bolts, giving you flexibility to match your preferred clutch setup. Whether you're building a TREMEC TKO, TKX, or T56 Magnum conversion, this flywheel provides the precision machining and proper fitment your drivetrain demands.

Designed and manufactured in the USA from domestically milled steel, this flywheel delivers the quality and dimensional accuracy required for high-performance street and track applications.

What's Included

• One lightened billet steel flywheel (25 lbs)
• 168-tooth serviceable ring gear
• Zero balance configuration
• 6-bolt crankshaft mounting pattern (7/16-inch bolt size)
• Dual clutch bolt patterns (11-5/8-inch and 12-5/8-inch)
• 3/8-inch pressure plate bolt holes
• Made in the USA from US-milled steel

Key Features

• External balance design with counterweight - required for all 1986-up Chevy 5.7L/350ci engines with one-piece rear main seal
• Lightened billet steel construction weighs just 25 lbs - significantly lighter than 30+ lb cast iron OEM units
• 168-tooth hardened ring gear for smooth starter engagement and long service life
• 2.067" crank registration bore and 6-bolt pattern for one-piece rear main seal Gen II small-blocks
• Accepts 10.5" and 11" clutch assemblies with 11-5/8" and 12-5/8" pressure plate bolt patterns
• Direct fit for 5.7L LT1 Ramjet-350, ZZ383, and ZZ6 crate engines with 2.067" crank registration
• Made in the USA

Description

GM's 1986-and-later small-blocks with one-piece rear main seals require externally balanced flywheels - the counterweight that used to live on the back of the two-piece seal crankshaft moved to the flywheel when GM redesigned the rear seal. This MDL lightened billet steel flywheel delivers the precise external balance your one-piece seal 5.7L needs while shedding critical rotating mass that improves throttle response and lets the engine rev more freely.

At 25 pounds, this flywheel cuts significant weight compared to stock cast iron units that typically weigh 30 pounds or more. The billet steel construction provides superior grain structure and strength versus cast iron, while the precision-machined friction surface ensures consistent clutch engagement. The 168-tooth ring gear provides more starter engagement points than smaller 153-tooth units, delivering smoother cranking and reduced starter wear over the life of the drivetrain.

The 2.067" crank registration bore and 6-bolt pattern are sized specifically for Gen II one-piece rear main seal crankshafts. This flywheel accepts both 10.5" and 11" clutch discs with standard GM 11-5/8" or 12-5/8" pressure plate bolt circles using 3/8" bolts. Direct compatibility includes the 5.7L LT1 Ramjet-350, plus ZZ383 and ZZ6 crate engines that share the same 2.067" crank registration. Note: This flywheel cannot be used on 383 stroker applications due to different balance requirements - see part number MD-LBS168-EXT for 400/383 stroker external balance applications.

Proudly made in the USA with precision machining that meets the demands of performance builds.

What's Included

• One (1) lightened billet steel flywheel with external balance counterweight
• 168-tooth hardened ring gear (pre-installed)
• Precision-machined friction surface

Note: Flywheel bolts sold separately. See ARP 7/16" flywheel bolt kit (MD-403-1006ARP) for recommended hardware.

Key Features

• Lightened billet steel construction weighing just 25 lbs - reduces rotating mass for improved throttle response
• 168-tooth ring gear for reliable starter engagement on big block Chevy applications
• External balance design matches 1970-1990 Chevy 454ci factory crankshaft requirements
• 2-piece rear main seal compatible with 3.580-inch crank bolt pattern
• 2.485-inch crank registration diameter for proper centering
• 6-bolt crankshaft mounting pattern with 7/16-inch bolts
• 12-5/8-inch pressure plate bolt pattern accepts 11-inch clutch assemblies
• 3/8-inch pressure plate bolt size
• Proudly made in the USA

Description

This lightened billet steel flywheel solves the sluggish throttle response that plagues big block builds using heavy factory flywheels. At just 25 lbs, it sheds significant rotating mass compared to typical cast iron or heavier steel flywheels, translating to quicker revs and improved acceleration without sacrificing the street-friendly characteristics that steel construction provides.

Unlike ultra-light aluminum flywheels that can make stop-and-go driving difficult, this lightened billet steel design retains enough rotating inertia for smooth clutch engagement and easy takeoffs. The steel friction surface also eliminates the need for replaceable inserts, providing consistent clutch grip and straightforward resurfacing when needed. Billet construction ensures superior strength and dimensional stability under the stress of high-RPM operation and repeated heat cycles.

Engineered specifically for 1970-1990 Chevrolet 454ci big block V8 engines, this flywheel features external balance to match your crankshaft's factory configuration. The 2-piece rear main seal compatibility and 3.580-inch crank bolt pattern ensure direct fitment on Mark IV big blocks from this era. The 168-tooth ring gear provides proper mesh with standard big block starters, while the 12-5/8-inch pressure plate bolt pattern accepts common 11-inch clutch assemblies including diaphragm, Borg & Beck, and long-style pressure plates.

Precision-machined in the USA with a 2.485-inch crank registration bore and 6-bolt crankshaft mounting pattern. Compatible with single-disc clutch setups for 1970-1990 Chevrolet 454/502ci V8 engines using 2-piece rear main seals.

Kit Includes

• Lightened billet steel flywheel with 168-tooth ring gear (25 lbs)
• Lifetime MDL technical support

Key Features

• Lightened billet steel construction reduces rotating mass for faster revs and improved throttle response
• Externally balanced design matches 1991-up Gen V/VI Chevy 502 big block crankshaft requirements
• 168-tooth ring gear for proper starter engagement with factory and aftermarket starters
• One-piece rear main seal compatible with 2.485" crankshaft register diameter
• 11" clutch bolt pattern (12-5/8" pressure plate bolt circle) fits standard clutch assemblies
• Six-bolt crankshaft attachment pattern for secure, factory-style mounting
• Precision-machined from billet steel for superior strength over cast alternatives
• 25 lb flywheel weight balances durability with reduced rotational inertia
• Proudly made in the USA

Description

Building a Chevy 502 big block for a manual transmission swap? The engine's external balance requirement means you can't just bolt on any flywheel and call it done. This lightened billet steel flywheel is purpose-built for 1991-and-up Gen V and Gen VI 502 engines, delivering the correct external balance weight your rotating assembly demands while cutting unnecessary mass from the equation.

Machined from premium billet steel rather than cast iron, this flywheel combines the durability big block torque requires with a lightened design that reduces rotational inertia. The result is quicker engine acceleration, snappier throttle response, and less stress on your drivetrain during aggressive shifts. At 25 pounds, it strikes the ideal balance between strength and performance--light enough to feel the difference, heavy enough to handle serious power.

Engineered specifically for one-piece rear main seal 502 engines, this flywheel features the correct 2.485" crankshaft register diameter and 3.58" bolt circle with six mounting holes for proper crankshaft attachment. The 168-tooth ring gear ensures reliable starter engagement, while the 11" clutch bolt pattern (12-5/8" pressure plate bolt circle) accommodates standard single-disc clutch assemblies. Whether you're running a TREMEC TKO, T56 Magnum, or other performance manual, this flywheel provides the foundation for reliable power transfer.

Every flywheel is precision CNC-machined and balanced to exacting tolerances right here in the USA. When your 502 build demands components that match the engine's serious power potential, this lightened billet steel flywheel delivers the quality and performance discerning builders expect.

What's Included

• Lightened billet steel flywheel (25 lbs)
• 168-tooth ring gear (installed)
• External balance weight for Gen V/VI 502 engines
• Precision-machined 2.485" crankshaft register bore
• Six-bolt crankshaft mounting pattern
• 11" clutch bolt pattern (12-5/8" pressure plate bolt circle)

Key Features

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

Description

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

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

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

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

What's Included

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

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

Key Features

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

Description

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

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

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

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

Kit Includes

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

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

Clutch and Brake Pedal Assembly | 1970-1971 Camaro Firebird F-Body

Key Features

• Heat-treated stamped steel construction for long-lasting durability
• Swing-mount design for correct 1970-1971 F-Body pedal geometry
• Includes four nylon bushings, pivot bolt, sleeves, and locking nut
• Direct-fit replacement for manual transmission applications
• Ideal for automatic-to-manual transmission conversions

Description

Converting your 1970-1971 Camaro or Firebird from automatic to manual? The factory automatic pedal setup won't cut it. This clutch and brake pedal assembly gives you the proper swing-mount configuration these second-gen F-Bodies require, delivering correct pedal geometry and smooth operation for your manual transmission swap.

Each pedal in this assembly is manufactured from stamped steel and heat treated for strength and longevity. The swing-mount design replicates the original factory manual transmission pedal setup, ensuring proper pedal travel and positioning under the dash. Heavy-duty pivot points paired with nylon bushings eliminate slop and provide smooth, consistent pedal feel mile after mile.

This assembly comes ready to install with all necessary mounting hardware included. Whether you're restoring a numbers-matching four-speed car or converting a column-shift automatic to a modern TREMEC 5- or 6-speed, this pedal set handles the job. The precision-engineered fit means no drilling, no fabrication - just bolt-in installation that gets you back to driving.

Fits 1970-1971 Chevrolet Camaro and Pontiac Firebird F-Body models. For the complete OEM appearance, add pedal pads kit MD-412-0303-DB (sold separately).

Kit Includes

• Brake pedal assembly - heat-treated stamped steel
• Clutch pedal assembly - heat-treated stamped steel
• Four nylon bushings
• Pivot bolt with sleeves
• Locking nut

Key Features

• Direct-fit replacement for 1972-1981 Camaro, Firebird, and F-Body manual transmission applications
• Swing-mounted pedal assembly includes both brake and clutch pedals
• Heat-treated stamped steel construction for long-lasting durability
• Clutch pedal arm includes factory-correct installed pushrod bushing and pedal pad base
• Complete hardware kit with four nylon bushings, pivot bolt, sleeves, and locking nut
• Compatible with both manual and power brake configurations
• Uses 1973-1981 style narrow clutch pedal configuration

Description

After 50-plus years of use, worn pivot bushings and sloppy pedal arms kill the precise feel you need for smooth clutch engagement and confident braking. This replacement clutch and brake pedal assembly restores factory-fresh pedal action to second-generation Camaro and Firebird F-Bodies, eliminating the binding and excessive freeplay that plague original equipment.

Each pedal assembly is manufactured from stamped steel and heat treated for long-lasting durability, addressing the common failure points that develop in high-mileage originals. The clutch pedal arm comes with the correct installed pushrod bushing and pedal pad base, ready for your choice of pedal pads. The included nylon pivot bushings deliver smooth, bind-free operation and resist the wear that causes pedal slop over time.

This assembly uses the 1973-1981 style narrow clutch pedal configuration. Note that 1972 models originally came equipped with a full-size clutch pedal that matched the brake pedal width. If you have a '72 and require the larger original-style clutch pedal for a concours-correct restoration, you'll need the 1970-1971 pedal assembly instead.

Fits all 1972-1981 Chevrolet Camaro and Pontiac Firebird models equipped with manual transmissions. Works with both manual and power brake setups. Pedal pads sold separately--MDL recommends pedal pad kit MD-412-0302-MB for manual brakes or MD-412-0302-DB for power brakes to complete the OEM appearance.

What's Included

• Brake pedal assembly
• Clutch pedal assembly with installed pushrod bushing and pedal pad base
• Four nylon pivot bushings
• Steel pivot bolt with sleeves
• Locking nut

Key Features

• OEM reproduction design matches GM Part #393572 specifications
• Integrated stainless steel insert for durability and authentic factory appearance
• Molded rubber construction provides proper grip and pedal feel
• Direct replacement for worn, cracked, or missing factory pedal pads
• Fits multiple GM A-body, F-body, and X-body platforms

Description

That cracked, compressed, or missing brake pedal pad does more than look bad--it compromises pedal feel and grip when you need it most. This OEM reproduction disc brake pedal pad duplicates the original GM Part #393572 design, restoring both the factory appearance and the confident pedal feedback GM engineers intended for these classic chassis.

The molded rubber construction delivers the correct durometer and surface texture for proper boot grip, while the integrated stainless steel insert adds structural rigidity and the authentic look that separates a correct restoration from a parts-store compromise. Unlike generic universal pads that require trimming or don't seat properly, this reproduction matches the original profile for direct installation on the factory pedal arm.

Correct fitment for 1967-1981 Camaro and Firebird, 1964-1972 Chevelle and GTO, 1968-1979 Nova, 1973-1979 Buick Apollo, and 1973-1975 Oldsmobile Omega models equipped with disc brakes. Sold individually.

Kit Includes

• Disc brake pedal pad with integrated stainless steel insert (1)

Key Features

• OE-style steel construction for authentic factory appearance and durability
• Direct replacement for worn or missing original trim rings
• Fits both clutch and brake pedal pads on manual transmission applications
• Compatible with standard GM pedal pad assemblies across multiple model years
• Sold individually - order 2 for a complete pedal assembly

Description

Restore the factory-correct appearance to your GM muscle car's clutch and brake pedal assembly with this reproduction steel trim ring. Whether you're rebuilding a complete pedal setup or replacing worn and missing trim components, this ring delivers the authentic OE look that separates a proper restoration from a quick fix.

Manufactured to replicate original GM design specifications, this trim ring features correct steel construction that matches what came standard on classic F-body and Nova applications. The rings are sold individually, allowing you to replace just what you need or order two to complete an entire pedal assembly refresh.

Fits '67-'81 Camaro and Firebird models, plus '64-'75 Nova applications equipped with manual transmissions. Compatible with standard GM clutch and brake pedal pads for seamless integration with your existing or replacement pedal hardware.

What's Included

• One steel pedal trim ring

Key Features

• 0.750-inch bore, long-stroke aluminum master cylinder engineered to use full factory pedal swing for maximum leverage
• Uses stock clutch pedal and rod hole for minimal vehicle modification
• Firewall support plate mounts under brake master or booster where the firewall is strongest -- eliminates firewall flex
• OE-quality remote plastic reservoir with no clamps that can leak
• 1.4-inch master cylinder throw distance for proper clutch engagement
• Works with most internal and external slave cylinders
• Reduces pedal load on the pivot shaft
• Includes one-man bleeder kit for easy solo installation
• Made in the USA

Description

Converting your '70-'71 Camaro or Firebird from mechanical linkage to hydraulics used to mean piecing together a kit from scratch -- and often left you frustrated with poor pedal feel or excessive effort. The LF Series Hydraulic Clutch Master Kit solves that problem with an engineered solution that uses your stock clutch pedal while delivering the smooth, consistent actuation only hydraulics can provide.

The engineering centers on a 0.750-inch bore, long-stroke master cylinder paired with an innovative pedal linkage that uses the factory full swing of the pedal for maximum leverage. The result is light pedal effort and full control of the clutch -- a drive you will actually enjoy. Unlike generic master cylinders that bolt directly to the pedal with a short stroke and heavy pressure, the LF Series matches pedal travel to cylinder stroke for proper fluid volume without overloading the firewall or your left leg.

Installation stays straightforward because the kit uses the stock clutch rod hole, requiring very little change to the car. The master cylinder mounts on a firewall plate that goes under the brake master cylinder or booster where the firewall is strongest, eliminating flex and providing a solid, consistent pedal feel. The remote plastic reservoir mounts cleanly on the firewall with no clamps that can leak over time. Pair this kit with a Tilton Engineering internal hydraulic release bearing or an MDL LF Series external slave for a complete hydraulic clutch solution ready to install. Made in the USA.

What's Included

• Aluminum master cylinder (0.750-inch bore)
• Firewall support plate
• Mechanical linkage assembly
• Black plastic remote reservoir
• Hydraulic lines
• One-man bleeder kit
• Installation instructions
• Lifetime technical support

Key Features

• 0.75-inch bore, long-stroke master cylinder delivers light pedal effort with optimal fluid volume
• Uses stock clutch pedal and clutch rod hole -- no vehicle modifications required
• Firewall support plate mounts behind brake master cylinder or booster for zero firewall flex
• Black anodized billet aluminum remote reservoir with clamp-free, leak-resistant design
• Aluminum master cylinder body positioned directly in front of clutch pedal
• Compatible with most internal and external slave cylinders
• Includes one-man bleeder kit for simplified installation
• Made in the USA

Description

Stop engineering hydraulic clutch conversions from scratch only to end up frustrated with the results. The MDL LF Series (Light Foot) master cylinder kit delivers a complete, engineered solution for '70-'71 Camaro and Firebird applications. The system uses the factory clutch pedal's full swing for maximum leverage, translating to light pedal effort and precise clutch control that transforms your driving experience.

The aluminum master cylinder features a 0.75-inch bore with a long-stroke design that generates the fluid volume required by today's hydraulic slave cylinders. Unlike direct-mount systems that create heavy pedal pressure and firewall interference, the LF Series positions the master cylinder directly in front of the clutch pedal using the stock clutch rod hole. This approach reduces loading on both the firewall and the pedal pivot shaft while maintaining proper pedal geometry.

The firewall support plate mounts behind the brake master cylinder or booster -- positioning the load where the firewall is structurally strongest and eliminating flex under pedal pressure. The black anodized billet aluminum remote reservoir features OE-quality construction with a clamp-free design that eliminates potential leak points. The system works with most internal and external slave cylinders, making it an ideal foundation for pairing with Tilton Engineering internal hydraulic release bearings for a complete clutch actuation solution. Proudly made in the USA.

What's Included

• Aluminum master cylinder (0.75-inch bore)
• Black anodized billet aluminum remote reservoir
• Mechanical linkage assembly
• Firewall support plate
• Hydraulic lines
• One-man bleeder kit
• Installation instructions
• Lifetime tech support

Key Features

• Innovative pedal linkage design matches pedal travel with long-stroke master cylinder for dramatically reduced pedal effort
• 0.750-inch bore with 1.4-inch stroke generates optimal fluid volume for most internal and external slave cylinders
• Uses stock clutch pedal and original clutch rod hole for simplified installation with minimal vehicle modification
• Silver billet aluminum remote reservoir with leak-proof design eliminates problematic hose clamps
• Firewall support plate mounts behind brake master cylinder or booster for maximum structural rigidity
• Aluminum master cylinder body positioned directly in front of clutch pedal for optimal leverage
• Compatible with most internal hydraulic release bearings and external slave cylinders
• Made in the USA

Description

Traditional hydraulic clutch conversions for '70-'71 Camaro and Firebird F-bodies have relied on oversized master cylinders mounted directly to the pedal, creating excessive pedal pressure, limited stroke, and fitment headaches with brake boosters. The common approach was to use a 3/4 or 7/8-inch bore by 1-inch stroke master cylinder connected to the pedal directly, resulting in improper pedal pressure and requiring the cylinder to be raised higher than the stock clutch rod linkage hole. The MDL LF Series eliminates these problems with an innovative linkage system that maximizes the mechanical advantage of your factory clutch pedal geometry.

The LF Series linkage makes it possible to use the mechanical clutch linkage rod hole, allowing the master cylinder to be positioned perpendicular to the firewall while providing mechanical advantage that reduces the pedal pressure required to operate the clutch. This design also allows the full stroke of the pedal to maximize clutch modulation. The master cylinder mounts on a firewall support plate that bolts under the brake master cylinder or booster -- the strongest section of the firewall structure -- eliminating the flex that plagues direct-mount hydraulic setups.

The precision-machined aluminum master cylinder features a 0.750-inch bore with a 1.4-inch stroke, a carefully calculated ratio that generates the fluid volume required by modern hydraulic slave cylinders without overworking your pedal. The silver billet aluminum reservoir mounts remotely on the firewall and connects with a leak-proof system that eliminates the problematic hose clamps found on lesser kits. Fill with DOT 3 or DOT 4 brake fluid -- no high-temp fluid required.

Each kit includes everything needed for installation, including MDL's exclusive one-man bleeder kit that simplifies system bleeding. Compatible with most internal and external slave cylinders, including Tilton Engineering 6000 Series internal hydraulic release bearings, this system transforms clutch operation in your classic F-body with professional-grade engineering. Works with original factory pedals and OE reproduction aftermarket pedals. Made in the USA.

What's Included

• Aluminum master cylinder (0.750-inch bore, 1.4-inch stroke)
• Silver billet aluminum remote reservoir
• Firewall support plate
• Pedal linkage assembly
• Hydraulic lines
• One-man bleeder kit
• Installation instructions
• Lifetime technical support

Key Features

• 0.750-inch bore aluminum master cylinder with 1.4-inch stroke delivers optimal fluid volume for most hydraulic slave cylinders
• Firewall support plate mounts behind brake master cylinder or booster at the firewall's strongest point to eliminate flex
• Uses stock clutch pedal and rod hole for simple installation with factory pedal geometry
• Remote OE-quality plastic reservoir with clamp-free connections eliminates leak points
• Compatible with most internal and external slave cylinders including Tilton 6000 Series hydraulic release bearings
• One-man bleeder kit included for easy system bleeding
• Featured on Car Fix TV series Firebird TKO conversion
• Made in the USA

Description

Second-gen F-body manual transmission conversions have long been plagued by heavy pedal effort and poor clutch modulation. The typical approach--mounting a short-stroke master cylinder directly to the pedal--results in excessive firewall loading and a pedal feel that makes stop-and-go traffic miserable. The MDL Light Foot (LF) Series Master Cylinder Kit solves these problems with an engineered system that delivers light pedal effort and precise clutch control.

The heart of the system is a 0.750-inch bore, 1.4-inch stroke aluminum master cylinder that generates the fluid volume required by today's hydraulic slave cylinders while minimizing firewall load. The master cylinder mounts on a steel firewall support plate that installs behind your brake master cylinder or booster--the strongest point on the firewall. This eliminates the flexing and spongy pedal feel that occurs when master cylinders are mounted to unsupported firewall sections.

The master cylinder positions directly in front of the clutch pedal and uses the stock clutch rod hole, maintaining the original pedal geometry GM engineers designed for proper leverage. This lets you capture the factory full swing of the pedal for maximum mechanical advantage. The remote plastic reservoir features OE-quality construction with integrated fittings--no clamps or hose connections that can develop leaks over time. The complete hydraulic system works seamlessly with both internal hydraulic release bearings like the Tilton 6000 Series and external slave cylinder setups.

Applications: 1972-1981 Chevrolet Camaro and Pontiac Firebird. Uses DOT 3 or DOT 4 brake fluid. Made in the USA with lifetime technical support from Modern Driveline.

What's Included

• Aluminum master cylinder (0.750-inch bore, 1.4-inch stroke)
• Steel firewall support plate
• Mechanical linkage hardware
• Remote plastic reservoir (black, OE-quality)
• Hydraulic lines
• One-man bleeder kit
• Complete installation instructions
• Lifetime technical support

Key Features

• 0.75" bore long-stroke master cylinder design delivers light pedal effort with maximum fluid volume
• CNC-machined billet aluminum reservoir with black anodized finish
• Uses stock clutch pedal and rod hole for drop-in installation
• Firewall support plate mounts behind brake master/booster where structure is strongest
• OE-quality remote reservoir with no leak-prone clamp connections
• Compatible with most internal and external slave cylinders
• One-man bleeder kit included for easy installation
• Made in the USA

Description

Stop cobbling together a clutch master solution from universal parts that never quite fit right. The LF (Light Foot) Series hydraulic master kit delivers a complete, engineered solution for your '72-'81 Camaro or Firebird. This isn't a one-size-fits-most kit forced into your application--it's purpose-built for second-generation F-body cars and featured on the Car Fix TV series Firebird TKO conversion.

The engineering starts with a 0.75" bore long-stroke master cylinder that provides the fluid volume modern hydraulic slave cylinders demand while keeping pedal effort remarkably light. By positioning the master cylinder directly in front of the clutch pedal and using a firewall plate that mounts behind your brake master cylinder or booster, the system loads into the strongest section of your firewall. The result: zero firewall flex that robs pedal feel and fatigues components over time.

The kit retains your stock clutch pedal and uses the factory rod hole, so you're not drilling new holes or fabricating custom brackets. The mechanical linkage takes advantage of the full factory pedal swing for maximum leverage, translating to confident clutch modulation you'll actually enjoy in traffic. The CNC-machined billet aluminum reservoir with black anodized finish adds the right visual detail to your engine bay while the OE-quality remote design eliminates failure-prone clamp connections.

Compatible with most internal and external slave cylinders, this kit pairs perfectly with Tilton Engineering internal hydraulic release bearings for a complete hydraulic clutch solution. Whether you're swapping in a TREMEC TKO, TKX, or T56, the LF Series master kit provides the clutch actuation your build deserves. Made in the USA.

Kit Includes

• 0.75" bore aluminum master cylinder with long-stroke design
• CNC-machined billet aluminum reservoir, black anodized
• Firewall support plate
• Mechanical linkage assembly
• Hydraulic lines
• One-man bleeder kit
• Complete installation instructions

Key Features

• 0.75-inch bore, long-stroke master cylinder delivers maximum leverage with minimal firewall load
• Uses stock clutch pedal and rod hole - no major modifications required
• Firewall support plate mounts behind brake master cylinder where structure is strongest
• CNC-machined silver billet aluminum reservoir with OE-quality leak-free remote design
• Compatible with most internal and external slave cylinders including Tilton hydraulic release bearings
• Includes one-man bleeder kit for solo maintenance
• Made in the USA

Description

Stop cobbling together mismatched hydraulic components and hoping for acceptable pedal feel. MDL's LF (Light Foot) Series master cylinder kit is purpose-engineered for 1972-1981 Camaro and Firebird applications, delivering the precise fluid volume and pedal leverage modern clutch systems demand while maintaining factory ergonomics. Featured on Car Fix TV's Firebird TKO conversion, this system delivers professional results without the trial-and-error of custom fabrication.

The heart of the system is a precisely-sized 0.75-inch bore master cylinder with a long-stroke design that generates optimal fluid volume for today's hydraulic slave cylinders. The small-bore, long-stroke geometry maximizes mechanical advantage from your stock clutch pedal, translating to noticeably lighter pedal effort and superior modulation. By using the factory full swing of the pedal, you get maximum leverage without modifying the pedal assembly.

A robust firewall support plate mounts behind your brake master cylinder or booster, locating the hydraulic system where the firewall structure is strongest. This eliminates the flex that plagues poorly-designed kits and ensures consistent pedal feel under aggressive driving. The kit retains your existing clutch pedal and uses the stock rod hole, minimizing interior changes while delivering a modern hydraulic clutch experience.

The CNC-machined silver billet aluminum reservoir adds a clean, finished look while the OE-quality remote design eliminates troublesome hose clamps that can leak over time. Compatible with most internal and external slave cylinders including Tilton Engineering hydraulic release bearings for a complete clutch solution. Uses DOT 3 or DOT 4 brake fluid. Engineered and manufactured in the USA.

What's Included

• 0.75-inch bore aluminum master cylinder with long-stroke design
• CNC-machined silver billet aluminum remote reservoir
• Firewall support plate
• Master cylinder linkage assembly
• Hydraulic lines
• One-man bleeder kit
• Complete installation instructions
• Lifetime technical support

LF Series GM LS CSC Bearing | T56/Magnum Low-Clearance | Braided Lines

Key Features

• Eliminates quick-disconnect clearance issues in tight transmission tunnels
• Flexible stainless steel braided lines replace rigid quick-disconnect fittings
• Remote bleed port provides easy access for system maintenance
• -4AN fittings with stainless steel braid construction
• Coupled lines stay tidy and secure during installation and operation
• Bolt-on mounting directly to T56/Magnum CSC provisions
• Fits GM LS T56, Magnum, and Super Magnum six-speed transmissions

Description

When installing a TREMEC T56 or Magnum six-speed behind an LS engine, the standard GM CSC bearing with its quick-disconnect fitting often creates clearance nightmares. The rigid quick-disconnect protrudes from the bellhousing and frequently interferes with transmission tunnel walls, forcing builders into costly bodywork or frustrating component relocation.

Modern Driveline took the ever-popular GM LS CSC bearing and made it better. This low-clearance design eliminates the problematic quick-disconnect entirely, replacing it with flexible stainless steel braided lines that bend and route around obstacles. The flexible lines allow the braided assembly to make the turn out of the bellhousing without tunnel interference, while maintaining full hydraulic functionality and OE-quality clutch release performance.

The braided lines feature -4AN fittings and stainless steel construction for durability and consistent pedal feel. The remote bleed line provides easy access to the vent/bleed port, eliminating the need to access tight bellhousing areas during system bleeding and maintenance. The coupled line design keeps both supply and bleed lines organized and secure during installation and operation.

Compatible with GM LS engines paired with T56, Magnum, or Super Magnum six-speed transmissions. The bolt-on design mounts directly to the transmission's CSC mounting provisions using OE-spec hardware.

What's Included

• OE-style hydraulic release bearing with low-clearance design
• Stainless steel braided supply line with -4AN fittings
• Stainless steel braided bleed line with -4AN fittings
• Line coupling hardware for secure routing
• Installation instructions

Key Features

• Billet aluminum body and piston precision-machined in-house at Tilton for race-proven street reliability
• Nearly 1.25 inches of height adjustment via stainless steel threaded sleeve - accommodates wide variety of clutch setups
• Adjustable bearing height from 1.77 inches to 3.00 inches covers most performance applications
• Full 0.700 inches of piston travel (0.450 inches typical) for complete clutch disengagement
• High-temperature mono-seal design with quad tensioner ensures proper seal tension and maximum reliability
• Dual -4AN stainless steel braided supply and bleed lines - stable pedal feel with easy bleeding access
• Direct bolt-on replacement for OE CSC mounting point on T56/Magnum front plate - no modifications required
• High-quality flat face bearing with 1.71-inch to 3.03-inch contact diameter fits most 8.5-11 inch bent-finger and lever-type clutches
• Constant-contact design self-adjusts for clutch wear and maintains consistent pedal feel throughout clutch life

Description

OEM concentric slave cylinders in GM T56 applications are notorious for heat-related failures and inconsistent pedal feel under hard use. The MD-900-2505-A solves these problems with Tilton's race-proven 6000-Series hydraulic release bearing technology, packaged as a complete bolt-on kit for GM T56, Magnum, and Magnum XL six-speed transmissions.

The engineering starts with a billet aluminum body and piston, precision-machined at Tilton's California facility. Unlike plastic-bodied OEM units that distort under heat cycling, the all-metal construction maintains tight tolerances even in demanding conditions. The high-temperature mono-seal design incorporates a quad tensioner to maintain proper seal loading - critical for consistent hydraulic pressure and long service life. This constant-contact bearing self-adjusts as your clutch wears, eliminating the need for periodic adjustment and maintaining the same pedal feel throughout the clutch's lifespan.

Installation leverages the OE CSC mounting feature on the T56/Magnum front plate, so this kit bolts directly in place of your factory hydraulic release bearing. The stainless steel threaded sleeve provides nearly 1.25 inches of height adjustability (1.77 to 3.00 inches total bearing height), accommodating everything from stock replacement clutches to aggressive racing setups. The full 0.700 inches of piston travel handles even high-clamp-load pressure plates. Dual braided stainless lines with swivel fittings provide both supply and dedicated bleed access, making system bleeding and maintenance straightforward.

Compatible with GM LS T56 and Magnum six-speed transmissions to replace the stock CSC. Also fits 2005-10 Mustang with T5/TR3650, 2007-14 Shelby GT500 TR6060, and 2011+ Mustang with MT-82/GT350 3160. The flat face bearing suits most 8.5 to 11-inch bent-finger and lever-type clutches. This is a complete kit - with MDL, there are no extras to buy.

What's Included

• Tilton 6000-Series billet aluminum hydraulic release bearing assembly
• Bolt-on adjustment mounting base with stainless steel threaded sleeve
• -4AN stainless steel braided supply line
• -4AN stainless steel braided bleed line
• Union fitting for main supply line connection
• Anti-rotation bolt
• High-strength transmission retainer bolt
• Complete installation instructions

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

• Engraved 6-speed shift pattern in contrasting color for instant gear identification
• 1-7/8" diameter -- the classic size that balances palm-filling grip with precise shifts
• Solid high-gloss, high-strength plastic construction for durability and authentic muscle car appearance
• 3/8"-16 coarse thread specification -- fits aftermarket Hurst shifters and compatible applications
• Molded-in brass thread insert eliminates wobble and ensures secure, rattle-free mounting
• Includes jam nut for locked-down installation
• Matches the look and feel of classic knobs used in the muscle car era

Description

Swap out that tired factory knob for the shifter ball that's been the performance standard for over five decades. When you glance into a serious build and see a chrome stick topped with a white cue ball, you know instantly that the driver takes performance seriously. This isn't nostalgia for its own sake -- it's about installing the same proven design that earned its reputation in the golden age of American muscle.

The molded-in brass thread insert is the key to eliminating the wobble and play that plagues cheap knock-offs. That solid connection to your shifter lever translates directly to more precise, confident shifts. The 1-7/8" diameter sits naturally in your palm -- large enough for positive grip, compact enough for rapid gear changes without fumbling. The high-gloss white finish and engraved shift pattern provide a clean, classic look that pairs perfectly with chrome shifter sticks.

Through careful engineering and high-quality materials. The 3/8"-16 thread specification fits aftermarket Hurst chrome shifter sticks and other compatible applications. Note: This thread pitch is not compatible with modern OEM metric applications or pre-1975 Hurst shifters (which used 3/8"-24 fine threads -- verify your shifter's thread specification before ordering).

What's Included

• White 6-speed shift ball with engraved pattern (1-7/8" diameter)
• Molded-in brass thread insert (3/8"-16)
• Jam nut for secure installation

Key Features

• 1-7/8" diameter for optimal grip and precise shift control
• High-gloss, high-strength polymer resin construction
• Molded-in brass thread insert for long-term durability under hard shifts
• Engraved inlaid 6-speed shift pattern with upper-right reverse
• 3/8"-16 coarse thread fits most Hurst chrome shifter sticks
• Jam nut included for secure installation
• Temperature-stable material — won't heat-soak like bare metal knobs

Description

One glance at that chrome stick and classic ball knob tells everyone in the car that you mean business. This black 6-speed version delivers the same iconic feel with a more subdued appearance while maintaining Hurst's commitment to precision shifting.

The 1-7/8" diameter has been refined through decades of real-world use to hit the ideal balance between a satisfying, substantial feel and quick, precise shift control. The high-gloss, high-strength polymer construction is a deliberate engineering choice, not a budget compromise. Polymer doesn't heat-soak the way bare metal does — anyone who has grabbed a polished aluminum knob after the car has been sitting in a summer parking lot knows the exact burn. The Hurst ball stays at a manageable temperature in hot weather and doesn't become an ice cube in winter. It's a practical choice wrapped in a beautiful package.

The molded-in brass thread insert ensures the threads hold up under real driving forces — the torque of a hard shift, vibration from a performance engine, and years of daily use without degrading. Plastic threads, by contrast, eventually strip out. Hurst doesn't cut corners here, and that investment in quality shows up in the long-term ownership experience. The 3/8"-16 thread size is the standard coarse-thread specification used on the vast majority of Hurst aftermarket chrome shifter sticks.

Through careful engineering and by using only high-quality components, Hurst shift levers and shift balls complete your vehicle's look — all backed by the history, heritage, and knowledge that Hurst has acquired over half a century of shifter design.

What's Included

• Black 6-speed shift ball with engraved shift pattern (1-7/8" diameter)
• Molded-in brass thread insert (3/8"-16)
• Jam nut for secure installation

Key Features

• 1-7/8" knob diameter with ergonomic spherical design for comfortable, fatigue-free shifting
• High-gloss, high-strength polymer construction built to handle performance driving heat and stress
• Correct 6-speed shift pattern with reverse located to the right and up - matches TREMEC T56 transmissions
• Engraved inlaid shift pattern for clear visibility that won't wear off
• MDL logo prominently displayed on the side
• 3/8"-16 thread pattern with molded-in brass threaded insert prevents galling
• Jam nut included for secure, vibration-proof installation
• 16mm thread reducers included for expanded shifter compatibility

Description

The factory shift knob in your manual transmission rarely delivers the tactile feedback and visual presence a performance build deserves. This MDL-branded 6-speed shift ball delivers both - a properly weighted, ergonomic design paired with the correct shift pattern for TREMEC T56 applications. The 1-7/8" diameter fills your palm for confident, positive shifts without the slop or uncertainty of undersized factory knobs.

Built from solid high-gloss, high-strength polymer, this shift ball handles the temperature swings and mechanical stress of spirited driving without cracking, fading, or softening. The engraved inlaid shift pattern shows reverse positioned to the right and up - the correct layout for 2003-2004 Cobra, 2007-2014 GT500, and any Mustang running an aftermarket TREMEC T56 transmission. Unlike printed or stickered patterns, the engraved inlay won't wear away from years of palm contact.

The molded-in brass threaded insert accepts the 3/8"-16 thread pattern common to most aftermarket performance shifters. Brass eliminates the aluminum-on-aluminum thread galling that plagues cheaper shift knobs, and the included jam nut locks the ball in place so it won't back off under vibration during hard use. The included 16mm thread reducers expand compatibility to metric-threaded shifter applications.

Note: This shift ball requires a shifter or shift handle with a 3/8"-16 thread pattern. It will not fit stock Ford shifters from 2007-2010 Mustangs, which use different thread patterns.

What's Included

• 6-speed black shift ball with MDL logo
• Molded-in brass threaded insert (3/8"-16)
• Jam nut for secure installation
• 16mm thread reducing inserts

Key Features

• 1-7/8" diameter high-gloss white shift ball with engraved 6-speed pattern
• Correct TREMEC T56 shift pattern: reverse to the right and up
• 3/8"-16 thread pattern with molded-in brass insert for durability
• High-strength polymer resin construction with MDL logo
• Includes jam nut for secure, rattle-free installation
• Made in the USA

Description

This white shift ball delivers the classic muscle car aesthetic that defined an era of American performance. The 1-7/8" diameter knob features high-gloss, high-strength polymer resin construction with the MDL logo—instantly recognizable to anyone who takes their drivetrain seriously.

The engraved inlaid shift pattern displays the correct 6-speed layout with reverse to the right and up, specifically designed for TREMEC T56 transmissions. This includes factory applications like 2003-2004 Cobras, 2007-2014 GT500s, and any Mustang running an aftermarket TREMEC T56. The contrasting engraved pattern provides clear visual reference during spirited driving.

Engineering details matter here: a molded-in brass thread insert ensures the 3/8"-16 threads won't strip or wear over time. Important fitment note—this knob requires a shifter or shift handle with 3/8"-16 threading. It will not fit stock shifters found in 2007-2010 Mustangs. You must have a Hurst shifter or compatible aftermarket handle that accepts this thread pattern.

The included jam nut locks the knob in position, eliminating loosening during hard shifts. Proudly made in the USA.

Kit Includes

• White high-gloss polymer resin shift ball with MDL logo
• Molded-in brass thread insert (3/8"-16)
• Jam nut

Key Features

• Side-mounted push lock-out button prevents accidental reverse engagement
• High-impact polymer resin construction for durability under performance use
• 2-1/8" diameter with crisp black 6-speed shift pattern
• Universal 16mm x 1.50 thread pitch - requires thread reducing adapter for most applications
• Subsurface graphics resist wear and fading
• Made in the USA

Description

Eliminate accidental reverse engagement with this precision-engineered 6-speed shift ball featuring an integrated side-mounted push lock-out mechanism. The button requires deliberate activation to access reverse gear, preventing costly transmission damage during aggressive driving or high-stress shifting situations where a missed gate could spell disaster.

Constructed from high-impact polymer resin formulated for automotive performance applications, this shift ball delivers the durability needed for both track days and daily street driving. The 2-1/8" diameter provides an optimal grip size for quick, positive shifts, while the white finish with black 6-speed pattern offers a clean, classic look. The shift pattern graphics are embedded below the surface finish, ensuring they remain crisp and legible through years of hard use.

The universal 16mm x 1.50 thread pitch accommodates most manual transmission shifters when paired with the appropriate thread reducing adapter (sold separately). Compatible with Ford, GM/Chevy, and Mopar applications when used with the correct reducer for your specific shifter thread. Contact MDL at 208-453-9800 if you need help identifying the right adapter for your build.

What's Included

• 6-speed white polymer resin shift ball with side-mounted push lock-out
• 16mm x 1.50 threaded brass insert
• Jam nut for pattern orientation

Note: Thread reducing adapter required for most applications - sold separately.

Key Features

• Side-mounted push button lock-out prevents accidental reverse engagement during aggressive shifting
• 2-1/8 inch diameter polymer resin construction with black finish
• 16mm x 1.5 thread pitch - industry standard that accepts thread reducers for universal fitment
• Six-speed shift pattern for modern TREMEC and other 6-speed applications
• Made in the USA

Description

Anyone who has accidentally slotted reverse while reaching for fifth or sixth knows the sickening crunch that follows. This 6-speed shift ball eliminates that risk with a side-mounted push button lock-out that requires deliberate thumb action before reverse can be engaged - protecting your synchros and ring gear during spirited driving or track sessions.

The 2-1/8 inch diameter provides a substantial palm fill for confident, positive shifts, while the polymer resin construction resists heat absorption during extended driving. The black finish complements most performance interiors and stands up to years of hard use without showing wear.

This shift ball features a 16mm x 1.5 internal thread - the industry standard used by most aftermarket knobs. Since shift levers come in a variety of thread pitches (3/8-16, 3/8-24, 7/16-20, 1/2-20, 12mm x 1.25, and others), thread reducers are required to match your specific shifter. MDL stocks thread adapters for common applications - contact technical support with your shift lever thread size for the correct adapter recommendation.

What's Included

• One 6-speed black polymer resin shift ball with engraved shift pattern
• Side-mounted push button reverse lock-out mechanism
• Lifetime MDL technical support

Note: Thread reducer/adapter required for installation - sold separately. Contact MDL with your shift lever thread size for adapter recommendations.

Key Features

• High-impact polymer resin construction - specially formulated for performance-level torque and temperature requirements
• Subsurface white 6-speed shift pattern graphics - permanently embedded, will not wear off
• 16mm x 1.50 brass master insert - exceeds industry spec of 200 ft. lbs. static pull and 20 ft. lbs. twist torque
• 1-7/8" diameter ergonomic design with high-gloss polished finish
• 4-ounce weight - balanced for precise shifting feel
• Jam nut included for secure installation
• Made in the USA

Description

Worn, faded shift knobs kill the look of an otherwise clean build - and cheap replacements crack, fade, or spin loose within a season. MDL's 6-Speed Black Shift Ball solves both problems with a high-impact polymer resin formulation specifically engineered for the automotive industry. This isn't generic plastic - it's a performance-grade compound designed to resist stress cracking with age while handling the torque and temperature extremes of hard driving.

The white 6-speed shift pattern is subsurface - meaning it's embedded beneath the outer layer, not printed or painted on top. It won't wear off from palm contact, won't fade from UV exposure, and won't peel at the edges. The 16mm x 1.50 brass master insert is equally overbuilt, exceeding the auto industry's specification of 200 ft. lbs. static pull and 20 ft. lbs. twist torque. Precision machining and polishing deliver a high-gloss finish that looks as good as it feels.

The 16mm thread pitch fits most aftermarket performance shifters directly. If your shifter uses a different thread size, MDL stocks thread adapters to match - just know your shifter's thread pitch when ordering so we can recommend the right reducer. This universal approach makes the shift ball compatible with Ford, GM, and Mopar applications when properly matched to your shifter.

At 4 ounces with a 1-7/8" diameter, this shift ball delivers ergonomic comfort and balanced weight for crisp, confident throws. Made in the USA with the quality standards serious builders demand.

What's Included

• MDL 6-speed black shift ball with white subsurface pattern graphics
• 16mm x 1.50 brass master insert (installed)
• Jam nut for secure installation

Key Features

• Laser-etched 6-speed shift pattern - permanent marking that won't wear, fade, or rub off
• Gray brushed aluminum finish for a clean, modern cockpit aesthetic
• 2-1/8" diameter provides comfortable palm grip for quick, confident shifts
• Polymer resin construction resists wear while keeping weight down
• Universal 16mm thread accepts standard thread adapters (sold separately)
• Made in the USA

Description

Printed and painted shift patterns wear off - it's only a matter of time before your gate markings fade into an unreadable smear. MDL's 6-speed shift ball solves that problem permanently. The shift pattern is laser-etched directly into the surface, creating a crisp, deep marking that stays readable for the life of the knob regardless of how many shifts you put through it.

The gray brushed aluminum finish delivers a subdued, professional look that complements both classic and modern interiors without screaming for attention. At 2-1/8" diameter, the ball offers enough surface area for a solid palm grip while remaining ergonomic for quick gate-to-gate movement. Polymer resin construction keeps the ball durable and lightweight - you won't be fighting unnecessary mass when banging through gears.

The universal 16mm internal thread is designed to work with thread adapters, making this shift ball compatible with virtually any shifter application. MDL stocks adapters for the most common thread sizes - if you're not sure what thread your shifter has, contact the MDL tech team at 208-453-9800 before ordering to ensure you get the right adapter. Made in the USA.

What's Included

• One 6-speed shift ball with laser-etched pattern
• Gray brushed aluminum finish, polymer resin construction
• 16mm internal thread
• MDL lifetime technical support

Note: Thread adapters sold separately. Contact MDL at 208-453-9800 to determine the correct adapter for your shifter.

Key Features

• 2-1/8" diameter polished aluminum construction for optimal grip and control
• Laser-engraved 6-speed shift pattern on top -- won't fade, chip, or wear off
• MDL logo engraved on the side for authentic branding
• 16mm x 1.50 thread pitch -- compatible with most shifters when paired with MDL thread reducers
• 4-ounce weight provides solid, positive shifts without excessive mass
• Made in the USA

Description

Finish your 6-speed swap the right way. This polished aluminum shift ball from MDL delivers the premium look and feel that separates a proper build from a parts-bin project. The 2-1/8" diameter provides the ideal grip size -- large enough for confident throws under hard driving, compact enough to clear console-mounted components without interference.

The laser-engraved 6-speed shift pattern on top gives you clear gear position reference that will never fade, chip, or wear off over years of aggressive shifting. Unlike printed or embossed patterns that deteriorate with use, the engraving is cut directly into the aluminum surface for permanent legibility. The MDL logo on the side confirms you're running genuine Modern Driveline equipment.

This shift ball features 16mm x 1.50 threading, which is the universal standard for aftermarket shift knobs. MDL stocks thread reducing inserts that adapt the 16mm bore to fit popular shifter thread sizes including 8mm-1.25, 9mm-1.25, 12mm-1.75, and 3/8-24, ensuring compatibility across Ford, GM, and Mopar applications. The 4-ounce weight provides substantial feel in your palm without the excessive mass that can accelerate shifter wear or create unwanted momentum during rapid gear changes.

Proudly made in the USA, this shift ball represents the fit, finish, and attention to detail that serious builders expect from MDL. Grab it, shift it, go.

What's Included

• One polished aluminum shift ball (2-1/8" diameter)
• Laser-engraved 6-speed shift pattern on top
• MDL logo engraved on side
• 16mm x 1.50 internal threading

Note: Thread reducing insert sold separately -- see MDL thread reducers for your specific shifter application.

6-Speed White Shift Ball | 16mm x 1.50 Thread | High-Impact Polymer Resin

Key Features

• 1-7/8" diameter white polymer resin ball with crisp 6-speed shift pattern
• 16mm x 1.50 brass master insert exceeds 200 ft. lbs. static pull and 20 ft. lbs. twist torque
• Subsurface graphics embedded during manufacturing - cannot wear, fade, or peel
• High-impact polymer resin formulated for performance-level torque and temperature cycling
• 4-ounce weight for positive shift feel without excessive mass
• Precision machined and polished to high-gloss finish
• Thread adapters available for non-16mm shift levers
• Made in the USA

Description

Worn shift knobs with faded patterns and loose threads make every gear change feel sloppy. This 6-speed polymer resin shift ball delivers the crisp, confident feel your transmission deserves. The high-impact polymer resin is specifically formulated for automotive applications - engineered to resist stress cracking from temperature cycling and aging that destroys cheaper plastic alternatives.

The 16mm x 1.50 brass master insert is the heart of this shift ball's durability. Tested to exceed automotive industry standards of 200 ft. lbs. static pull and 20 ft. lbs. twist torque, it won't strip, loosen, or fail under aggressive shifting. The included jam nut locks everything in place for rattle-free operation. At 4 ounces, the ball provides just enough heft for positive shift engagement without the excessive weight that can mask transmission feedback.

Unlike painted or applied graphics that wear off after a few months, the 6-speed shift pattern on this ball is subsurface - embedded during the manufacturing process where it's protected from your palm, UV exposure, and cleaning chemicals. The precision-machined surface is polished to a high-gloss finish that resists scratching and maintains its appearance over years of use.

This shift ball fits any 16mm threaded shift lever directly. Running a different thread size? MDL stocks thread adapters to fit most common shift lever configurations - just confirm your lever's thread pitch when ordering. Quality American manufacturing ensures consistent tolerances and reliable performance from a company that's been shifting gears since 1952.

What's Included

• White 6-speed high-impact polymer resin shift ball (1-7/8-inch diameter)
• 16mm x 1.50 brass master insert (pre-installed)
• Jam nut

Key Features

• High-impact polymer resin engineered for performance-level torque and temperature demands
• Subsurface graphics that cannot wear off from use
• 2-1/8" diameter with 6-speed shift pattern and pearl gray racing stripes
• 16mm x 1.50 brass master insert exceeds 200 ft. lbs. static pull and 20 ft. lbs. twist torque specifications
• 4-ounce weight for balanced shifting feel
• Precision machined and polished to a high-gloss finish
• Made in the USA

Description

Cheap shift knobs crack, fade, and strip out under hard use. The R-Series shift ball solves those problems with a specially formulated high-impact polymer resin engineered specifically for the demands of performance driving. This isn't generic plasticit's purpose-built material that won't develop stress cracks with age and maintains its finish through years of daily driving and spirited shifting.

The 16mm x 1.50 brass master insert is where this shift ball proves its worth under load. It exceeds the auto industry's specification of 200 ft. lbs. static pull and 20 ft. lbs. twist torque test, so it won't strip out or work loose when you're rowing through gears hard. The 6-speed shift pattern and pearl gray racing stripes are subsurface graphicsembedded within the material itself rather than printed on topso they cannot wear off no matter how many miles you put on them.

At 2-1/8" diameter and 4 ounces, the R-Series delivers a substantial grip surface without adding excessive weight to your shift lever. The precision-machined construction is polished to a high-gloss finish that looks right at home in everything from a classic muscle car to a modern build. Thread adapters are available separately if your shift lever uses something other than the standard 16mm x 1.50 threading. Made in the USA by a manufacturer that's been shifting gears since 1952.

What's Included

• R-Series black shift ball with pearl gray racing stripes and 6-speed pattern (2-1/8" diameter)
• 16mm x 1.50 brass master insert (installed)
• Brass jam nut

Key Features

• High-impact polymer resin formulated for performance-level torque and temperature demands
• Subsurface graphics embedded during manufacturing - cannot wear, chip, or fade
• 16mm x 1.50 brass master insert exceeds 200 ft-lb static pull and 20 ft-lb twist torque specs
• 2-1/8" diameter for optimal palm grip and precise shift feel
• 6-speed shift pattern in contrasting white racing stripe design
• 4-ounce weight balances comfortable grip with controlled shift momentum
• High-gloss scratch-resistant finish maintains appearance through years of use
• Includes jam nut for secure lever mounting
• Made in the USA since 1952

Description

Worn shift knobs with faded patterns and stripped threads are more than cosmetic problems - they compromise shift accuracy and driver confidence. The R-Series 6-Speed Shift Ball delivers the durability and precision your build demands, constructed from specially formulated high-impact polymer resin designed to handle performance-level torque loads and temperature extremes without cracking, fading, or becoming tacky in summer heat.

What separates this shift ball from generic alternatives is the subsurface graphic process. The white racing stripe and 6-speed shift pattern are embedded within the polymer during manufacturing - not silk-screened, etched, or applied as a surface coating. They physically cannot wear off, no matter how many shifts you bang through. The 16mm x 1.50 brass master insert provides the foundation for this durability, exceeding the auto industry's specification of 200 ft-lb static pull and 20 ft-lb twist torque testing.

At 2-1/8" diameter and 4 ounces, this shift ball strikes the ideal balance between palm-filling grip and controlled shift momentum. The high-gloss black finish resists scratches and maintains its showroom appearance through daily driving or weekend track sessions. The included jam nut locks the ball securely to your shift lever, eliminating loosening during aggressive shifting.

Thread adapters are available separately if your shift lever uses a different thread pitch than the 16mm x 1.50 master insert - contact MDL's tech team if you need help identifying your lever's thread size. Built in the USA by a manufacturer that has been shifting gears since 1952, bringing OEM-level quality and precision to classic, custom, and hot rod applications.

What's Included

• One (1) R-Series black shift ball with white racing stripe and 6-speed pattern
• One (1) 16mm x 1.50 brass master insert (pre-installed)
• One (1) jam nut

Key Features

• 2-1/8" diameter gray polymer resin ball with white rally stripe that does not interfere with shift pattern visibility
• 16mm x 1.50 brass master insert exceeds 200 ft. lbs. static pull and 20 ft. lbs. twist torque industry specifications
• High-impact polymer resin formulated for performance-level temperature and torque demands without stress cracking
• Subsurface graphics that cannot wear off during use
• 4-ounce weight for balanced shift feel
• Precision-machined construction with high-gloss polished finish
• Includes brass jam nut; thread reducers available separately for compatibility with various shifter applications
• Made in the USA

Description

Upgrade your 6-speed manual with this R Series shift ball that delivers classic rally aesthetics and engineered durability in a single package. The 2-1/8" diameter provides comfortable grip for spirited driving, while the white rally stripe adds period-correct styling without cluttering shift pattern visibility.

Built from specially formulated high-impact polymer resin designed specifically for automotive applications, this shift ball withstands aggressive shifting and engine bay heat without developing the stress cracks common in inferior materials. The precision-machined 16mm x 1.50 brass master insert exceeds automotive industry specifications, tested to 200 ft. lbs. static pull and 20 ft. lbs. twist torque resistance for secure, worry-free mounting.

Subsurface graphics resist wear and fading, maintaining their appearance through years of hard use. At 4 ounces, this shift ball delivers the right balance of mass for crisp, positive shifts without excessive weight that could stress shifter components. The high-gloss polished finish adds a premium look to any interior.

Thread reducers are available separately to adapt the 16mm x 1.50 master insert to match your specific shifter thread size. Proudly made in the USA with the quality and precision that has been shifting gears since 1952.

What's Included

• Gray polymer resin shift ball with white rally stripe and 6-speed pattern (2-1/8" diameter)
• 16mm x 1.50 brass master insert (factory installed)
• Brass jam nut

Key Features

• High-impact polymer resin engineered for performance-level torque and temperature demands
• Subsurface graphics embedded into the material - will not wear off or fade
• 2-1/8" diameter white base with black rally stripes that wrap around the 6-speed shift pattern
• 16mm x 1.50 brass master insert exceeds 200 ft. lbs. static pull and 20 ft. lbs. twist torque specifications
• 4-ounce weight for balanced shift feel
• Precision machined and polished to a high gloss finish
• Made in the USA

Description

Factory plastic shift knobs crack, fade, and wear out - the graphics rub off, the threads strip, and the whole thing looks tired after a few seasons of hard use. The R-Series shift ball solves these problems with purpose-built construction designed for real driving conditions.

This 2-1/8" diameter shift knob is molded from a specially formulated high-impact polymer resin engineered specifically for automotive applications. Unlike generic plastics, this material is designed not to develop stress cracks with aging, handling the thermal cycling and mechanical stress of performance driving. The black rally stripes are subsurface - embedded into the white base material rather than printed or painted on top - creating a smooth finish that stays sharp shift after shift.

The 16mm x 1.50 brass master insert is the foundation of this knob's durability. This solid brass threading exceeds the auto industry's specification of 200 ft. lbs. static pull and 20 ft. lbs. twist torque, ensuring it won't strip or fail when you're rowing through gears under load. At 4 ounces, the weight provides positive shift engagement without excessive mass that can stress your synchros. Each knob is precision machined and polished to a high gloss finish.

The 16mm master insert requires a thread reducing adapter (sold separately) to fit your specific shift lever thread size - contact MDL if you need help selecting the correct adapter for your application. A brass jam nut is included for secure installation that prevents loosening during spirited driving. Made in the USA with the quality and precision that serious builders demand.

What's Included

• One (1) R-Series 2-1/8" white polymer resin shift ball with black rally stripes and 6-speed shift pattern
• One (1) 16mm x 1.50 brass master insert (installed)
• One (1) brass jam nut

Thread reducing adapters sold separately - contact MDL to select the correct adapter for your shift lever thread size.

Key Features

• Premium 2-1/8" diameter white polymer resin construction with gray rally stripes
• Subsurface graphics bypass the 6-speed shift pattern and will not wear off
• 16mm x 1.50 brass master insert with included jam nut
• High-impact polymer resin formulated for performance torque and temperature demands
• 4-ounce weight delivers optimal shifting feel and inertia
• Master insert exceeds 200 ft-lb static pull and 20 ft-lb twist torque specifications
• Precision machined and polished to a high-gloss finish
• Made in the USA

Description

Add race-inspired style to your 6-speed manual with the R-Series shift ball. This premium 2-1/8" diameter white shift knob features crisp gray rally stripes that bypass the shift pattern for clean gear identification. Unlike painted or pad-printed graphics that wear away with use, the rally stripe graphics on this shift ball are subsurface-printed and physically cannot wear off, ensuring your interior looks sharp for years of spirited driving.

The R-Series is built from specially formulated high-impact polymer resin designed to meet performance-level torque and temperature requirements. This isn't generic plastic that will crack, fade, or become brittle with age. The precision-machined construction is polished to a high-gloss finish that resists stress cracking even after years of exposure to heat cycles and UV. At 4 ounces, the shift ball provides just enough mass for crisp, satisfying throws without adding excessive weight that slows down quick shifts.

A 16mm x 1.50 brass master insert is pre-installed and includes a jam nut for secure, rattle-free mounting. The brass insert exceeds automotive industry specifications of 200 ft-lb static pull and 20 ft-lb twist torque, meaning this knob stays put no matter how hard you row through the gears. For shifter levers with different thread pitches, MDL stocks a range of thread adapters. Know your shifter's thread size when ordering so the correct adapter can be recommended for proper fitment.

Made in the USA by a manufacturer that has been shifting gears since 1952, the R-Series represents decades of expertise in precision shift knob manufacturing. Compatible with any 6-speed manual transmission application when paired with the appropriate thread adapter.

Kit Includes

• White polymer resin shift ball with gray rally stripes (2-1/8" diameter)
• 16mm x 1.50 brass master insert (pre-installed)
• Brass jam nut

Rally Series 6-Speed Shift Ball | Black with Pearl Stripe | 2-1/8" | 16mm Thread

Key Features

• 2-1/8" diameter black shift ball with pearl rally stripes and 6-speed shift pattern
• High-impact polymer resin formulated for performance-level torque and temperature demands
• Subsurface graphics that cannot wear off or fade
• 16mm x 1.50 brass master insert exceeds 200 ft. lbs. static pull and 20 ft. lbs. twist torque
• 4-ounce weight for smooth, deliberate throws
• Precision-machined and polished to a high-gloss finish
• Thread adapters available for other shift lever thread sizes
• Made in the USA

Description

A worn-out or generic shift knob kills the feel of an otherwise dialed-in cockpit. This Rally Series shift ball puts the finishing touch on your 6-speed build with a classic racing aesthetic and the durability to back it up. The pearl rally stripes against the black base deliver unmistakable style, while the embedded 6-speed shift pattern won't fade or wear off no matter how many miles you put on it.

This isn't a cheap plastic knob that'll crack after a few seasons. The specially formulated high-impact polymer resin is engineered for the demands of performance driving, resisting stress cracks from temperature swings and hard use. The 16mm x 1.50 brass master insert exceeds automotive industry specifications with 200 ft. lbs. static pull strength and 20 ft. lbs. twist torque resistance, so it stays locked to your shift lever where it belongs.

At 4 ounces, this shift ball provides just enough mass for confident, deliberate shifts without adding unnecessary weight that can stress your synchronizers. The 2-1/8" diameter gives you a solid grip, and the precision-machined, high-gloss polished finish looks as good as it feels. Every surface is machined and polished for a premium fit and feel.

This shift ball threads directly onto 16mm x 1.50 shift levers. For other thread sizes, thread adapters are available separately. Manufactured by a company that's been in the shift knob business since 1952, delivering the quality that OEM and aftermarket builders trust. Made in the USA.

What's Included

• Black polymer resin shift ball with pearl rally stripes (2-1/8" diameter)
• 16mm x 1.50 brass master insert (installed)
• Jam nut

Key Features

• Precision-machined 6-speed shift pattern with red rally stripe graphics
• 2-1/8" diameter high-impact polymer resin construction
• 16mm x 1.50 brass master insert with jam nut included
• Subsurface graphics that cannot wear off
• 4-ounce weight for optimal shift feel
• High-gloss polished finish
• Exceeds 200 ft-lbs static pull and 20 ft-lbs twist torque specifications
• Made in the USA

Description

Add classic motorsports style to your 6-speed TREMEC build with this Rally Series shift knob. The bold red rally stripe cuts through the precisely-engraved 6-speed shift pattern, providing clear visual reference during spirited driving while giving your interior that unmistakable racing aesthetic.

Engineered from specially-formulated high-impact polymer resin, this knob is built for the torque and temperature demands of performance driving without developing stress cracks over time. The subsurface graphics are applied beneath the surface layer, ensuring they will never wear off even after years of hard use. The 16mm x 1.50 brass master insert exceeds automotive industry specifications for both static pull (200 ft-lbs) and twist torque (20 ft-lbs), providing rock-solid engagement with your shifter stub.

The 2-1/8" diameter delivers excellent grip without being oversized, while the 4-ounce weight provides that solid, mechanical feel enthusiasts demand. Each knob is precision-machined and polished to a high-gloss finish that complements both modern and classic interiors.

This knob features 16mm x 1.50 threading and requires thread adapters (available separately) to fit most aftermarket shifter applications. When ordering, know your shifter stub thread size so we can recommend the correct adapter if needed. Proudly made in the USA by a manufacturer that has been shifting gears since 1952.

What's Included

• Rally Series 6-speed shift knob in black polymer resin with red rally stripe
• 16mm x 1.50 brass master insert (installed)
• Jam nut

Rally Series 6-Speed Shift Knob | Black with White Stripe | 2-1/8" | 16mm

Key Features

• 16mm x 1.50 brass master insert exceeds automotive industry specs: 200 ft. lbs. static pull and 20 ft. lbs. twist torque
• High-impact polymer resin engineered for performance-level torque and temperature demands
• 2-1/8" diameter with subsurface rally stripe graphics that will not wear off
• 4-ounce weight for precise shifting feel
• Precision machined and polished to a high-gloss finish
• Stress-crack resistant formulation resists aging
• Includes jam nut for secure installation
• Made in the USA

Description

Upgrade your shifter with this Rally Series 6-speed shift knob that delivers both performance durability and classic motorsports style. The bold white rally stripe running through the black polymer body and 6-speed shift pattern is not a surface decal -- it is subsurface graphics that cannot fade, wear, or peel no matter how many miles you log.

The specially formulated high-impact polymer resin construction is engineered specifically for the automobile industry, designed to meet performance-level torque and temperature requirements without developing the stress cracks that plague inferior plastic knobs over time. The 16mm x 1.50 brass master insert is built to handle serious abuse, exceeding the automotive industry's specification of 200 ft. lbs. static pull and 20 ft. lbs. twist torque test. That kind of strength matters when you are rowing through gears under pressure.

At 4 ounces and 2-1/8" diameter, this knob delivers the right combination of mass and ergonomics for confident shifts. The precision-machined surface and high-gloss finish provide secure grip with a premium feel. MDL stocks thread adapters for a wide range of shifter applications -- just specify your shifter's thread pitch when ordering if you need a reducer to adapt from the 16mm master insert.

This Rally Series knob represents over 70 years of American shift knob manufacturing excellence, combining proven materials engineering with motorsports-inspired styling. Made in the USA.

What's Included

• Rally Series 6-speed shift knob -- black with white rally stripe through shift pattern
• 16mm x 1.50 brass master insert (installed)
• Jam nut

Rally Series 6-Speed Shift Ball | Gray with White Stripe | 2-1/8" | 16mm Thread

Key Features

• 16mm x 1.50 brass master insert with jam nut included — thread reducers available for universal fitment
• High-impact polymer resin formulated for performance torque and temperature demands
• Subsurface graphics that cannot wear off — white rally stripe runs through the 6-speed shift pattern
• Precision machined and polished to a high-gloss finish
• 2-1/8" diameter for comfortable grip
• 4-ounce weight for positive shift feel
• Brass master insert exceeds 200 ft-lbs static pull and 20 ft-lbs twist torque specs
• Made in the USA

Description

Replace that worn factory shift knob with a premium Rally Series upgrade that delivers both style and durability. This 6-speed shift ball features a classic gray base with bold white rally stripes running directly through the engraved shift pattern — giving your interior that authentic motorsport look while providing clear shift guidance at a glance.

Engineered from specially formulated high-impact polymer resin, this shift ball is purpose-built to handle the torque and temperature demands of performance driving without developing stress cracks over time. The subsurface graphics are embedded during manufacturing, not applied afterward, so the white rally stripes and shift pattern won't fade, chip, or wear off regardless of how many miles you put down. The precision-machined surface is polished to a high-gloss finish that complements both classic and modern interiors.

The 16mm x 1.50 brass master insert exceeds automotive industry specifications — tested to 200 ft-lbs static pull and 20 ft-lbs twist torque — ensuring secure mounting even under aggressive shifting. The included jam nut locks everything in place. If your shifter uses a different thread size, thread reducers are available separately to adapt this knob to common SAE sizes. At 4 ounces, the weight provides positive shift feel without being overly heavy.

Fits any shifter with 16mm x 1.50 threading directly, or adapt to other thread sizes using available reducers. Precision manufactured in the USA by a company that's been shifting gears since 1952.

What's Included

• Rally Series 6-speed shift ball — gray with white rally stripe
• 16mm x 1.50 brass master insert (pre-installed)
• Jam nut

Key Features

• High-impact polymer resin engineered for performance-level torque and temperature demands
• Brass master insert exceeds 200 ft. lbs. static pull and 20 ft. lbs. twist torque specifications
• Subsurface graphics molded into material -- will not wear off
• 2-1/8" diameter white shift ball with black rally stripe and 6-speed pattern
• 16mm x 1.50 brass master insert with included jam nut
• 4-ounce weight for balanced shift feel
• Precision machined and polished to high-gloss finish
• Made in the USA

Description

Add classic muscle car style to your 6-speed build with this Rally Series shift ball featuring the iconic white body and black rally stripe. The 2-1/8" diameter size fills your hand properly for confident throws, while the 4-ounce weight provides just enough mass for smooth, precise shifts without feeling sluggish during spirited driving.

Engineered from specially formulated high-impact polymer resin designed specifically to meet performance-level torque and temperature requirements, this shift ball won't develop stress cracks from years of high-RPM shifts or temperature cycling that destroys cheaper alternatives. The subsurface graphics are molded directly into the material rather than printed or painted on the surface -- they physically cannot wear off regardless of use. Every shift ball is precision machined and polished to a high-gloss finish that looks sharp and provides consistent grip.

The 16mm x 1.50 brass master insert exceeds automotive industry specifications of 200 ft. lbs. static pull and 20 ft. lbs. twist torque, making this shift ball suitable for aggressive shifting where inferior plastic threads would strip or fail. From a manufacturer that has been producing quality shift components since 1952, this is the same high-impact polymer formula trusted by OEM and aftermarket applications alike.

This shift ball is configured with a 16mm x 1.50 thread and includes a jam nut for secure installation. Thread adapters are available separately for compatibility with different shift lever configurations -- contact us with your shift lever thread size if you need an adapter recommendation. Made in the USA.

What's Included

• White polymer resin shift ball with black rally stripe and 6-speed shift pattern (2-1/8" diameter)
• 16mm x 1.50 brass master insert (installed)
• Jam nut

Key Features

• Premium Rally Series white shift ball with gray racing stripes and 6-speed shift pattern
• 2-1/8 in. diameter high-impact polymer resin construction rated for performance torque and temperature demands
• Subsurface graphics permanently embedded beneath the surface - will not wear, fade, or chip
• 16mm x 1.50 brass master insert exceeds industry standards: 200 ft-lbs static pull and 20 ft-lbs twist torque
• Includes brass threaded adapter and jam nut in your choice of size for universal shifter compatibility
• Lightweight 4-ounce design for quicker, more precise shifts
• Precision machined and polished to a high-gloss finish
• Made in the USA

Description

Add classic racing style to your interior with this Rally Series shift ball featuring bold gray rally stripes on a white body and a crisp 6-speed shift pattern. Unlike printed or surface-applied graphics that wear off after a few thousand shifts, the Rally Series uses subsurface graphics embedded beneath the polished exterior during manufacturing - so your shift pattern and stripes stay sharp for the life of the knob.

The 2-1/8 in. diameter ball is molded from a specially formulated high-impact polymer resin developed specifically for automotive applications. This material resists the stress cracking that plagues cheaper shift knobs as they age, and it handles the temperature swings and torque loads of spirited driving without degrading. The brass master insert is threaded at 16mm x 1.50 and exceeds the auto industry's specification of 200 ft-lbs static pull and 20 ft-lbs twist torque - far beyond what you'll ever put through it.

At just 4 ounces, this precision-machined shift ball keeps rotating mass low for quick, snappy shifts while still delivering the solid palm feel drivers expect. The high-gloss polished finish complements any interior style, from resto-mod to full race build. The included brass threaded adapter and jam nut allow you to match the shift ball to your specific shifter's thread size - just select the correct adapter size when ordering.

This shift ball is compatible with most manual transmission shifters when paired with the appropriate thread reducer. Made in the USA by a manufacturer that has been shifting gears since 1952.

What's Included

• Rally Series white shift ball with gray stripes and 6-speed pattern (2-1/8 in. diameter)
• 16mm x 1.50 brass master insert (installed)
• Brass threaded adapter (size of your choice)
• Brass jam nut
• Lifetime technical support

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

Key Features

• Converts 16mm internal knob threads to 3/8-24 external threads for Lokar shift lever compatibility
• Includes jam nut to lock knob securely and prevent loosening during aggressive shifting
• Allows you to retain your favorite shift knob when upgrading to Lokar shifters
• Fits Jeep CJ5, CJ6, CJ7, CJ8 later models and 1936-1946 & 1967-1972 Chevy trucks
• Simple thread-in installation with no modifications required

Description

Upgrading to a Lokar shift lever on your TREMEC-equipped build but don't want to give up your favorite shift knob? This thread reducing insert solves the compatibility problem. Lokar shifters use 3/8-24 threads at the top of the lever, while many OEM and aftermarket shift knobs--including popular universal 16mm-threaded styles--won't thread directly onto that pattern. This insert bridges the gap, letting you mate a 16mm-threaded knob to your new Lokar lever.

The insert threads into the internal 16mm threads of your shift knob, presenting external 3/8-24 threads that mate directly to the Lokar lever. The included jam nut cinches down against the lever to lock the assembly in place, preventing the knob from backing off during spirited driving or repeated shifting. It's a small piece of hardware that makes a big difference when you're mixing and matching components to get exactly the look and feel you want in your build.

This reducer is a common solution for classic Jeep CJ5, CJ6, CJ7, and CJ8 later models, as well as 1936-1946 and 1967-1972 Chevy truck builds where Lokar shifters are installed on TREMEC T5, T45, T56, TKO, or TKX transmissions. If you've got a knob you love and a Lokar lever on the way, this is the adapter you need.

What's Included

• Thread reducing insert (16mm internal threads, 3/8-24 external threads)
• Jam nut

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

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

Description

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

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

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

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

What's Included

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

Key Features

• Direct-fit lower shifter boot for 1970-1981 Camaro manual transmissions
• Molded rubber construction matches OE specifications
• Seals transmission tunnel opening against dust, cold air, and road noise
• Fits all second-generation Camaro models with 3-speed or 4-speed manual transmissions
• Works with console and non-console applications

Description

After decades of heat cycling, vibration, and exposure to drivetrain temperatures, the original lower shifter boot on your second-generation Camaro has likely cracked, torn, or hardened to the point where it no longer seals. The result is predictable: cold air drafts, dust intrusion, wind noise, and an interior that never quite feels finished. This OEM-style replacement boot restores the critical barrier between your transmission tunnel and cabin.

The lower shifter boot mounts to the transmission tunnel hump, sealing the opening where your shifter mechanism passes through the floor. This keeps cold air and dust from entering the passenger compartment through the shifter opening. When the original rubber degrades, you lose that environmental seal completely -- allowing road grime, exhaust fumes, and temperature extremes direct access to your interior.

Molded from durable rubber to match factory specifications, this boot fits all '70-'81 Camaro models equipped with manual transmissions, whether you're running a 3-speed or 4-speed gearbox. The design accommodates both console and non-console shifter configurations, making it a universal solution for any second-gen F-body manual transmission restoration or swap.

What's Included

• Molded rubber lower shifter boot

Key Features

• Injection molded black ABS plastic construction for durability and authentic OEM appearance
• Direct replacement for worn, cracked, or missing original console shifter tunnel
• Correct mounting hole pattern ensures proper bolt-in installation
• Designed specifically for 1970-1972 Camaro manual transmission applications

Description

Over five decades of heat cycles, UV exposure, and daily use take their toll on original plastic interior components. If your '70-'72 Camaro's console shifter tunnel is cracked, warped, brittle, or simply missing, this quality reproduction restores that factory-correct appearance to your console-equipped manual transmission car.

Manufactured in injection molded black ABS plastic rather than cheaper thermoformed alternatives, this shifter tunnel maintains its shape and finish over time while delivering an authentic fit that matches original factory specifications. The injection molding process produces tighter tolerances and more consistent material thickness than vacuum-formed parts, resulting in superior long-term durability.

The correct mounting hole pattern ensures this tunnel drops right into place on your console without modification. Whether you're restoring a numbers-matching Z/28 or finishing up a restomod build with a modern 5- or 6-speed swap, this shifter tunnel provides the factory-correct interior appearance your Camaro deserves.

Kit Includes

• Injection molded black ABS plastic shifter tunnel

Key Features

• Die-cast zinc construction replicates original GM Part #3975874 specifications
• Bonded black matte insert with correct inset grain pattern for authentic appearance
• Officially Licensed GM Restoration Parts for concours-quality restorations
• Fits 1970-1972 Camaro models with 4-speed manual transmissions
• Compatible with original GM and reproduction console assemblies
• Includes adhesive backing for secure, vibration-free installation
• Chrome edging and correct mounting holes match factory design

Description

Original console shift plates are one of the first interior components to show their age--the plastic grain inserts crack, warp, and delaminate after decades of UV exposure and temperature cycling. This show-quality reproduction restores your second-generation Camaro's console to factory-correct condition with die-cast zinc construction and the proper bonded black matte insert featuring the correct inset grain pattern.

Unlike flimsy plastic reproductions, this shift plate is manufactured in quality zinc die-cast material to correct factory specifications, delivering the dimensional accuracy and long-term durability your restoration demands. The bonded insert construction resists the delamination and cracking that plagues original and lesser-quality replacement parts. Chrome edging and correct mounting hole placement ensure drop-in fitment with both original GM and reproduction console assemblies.

As an Officially Licensed GM Restoration Part reproducing original GM Part #3975874, this shift plate carries the authenticity and quality assurance serious restorers require. The included adhesive backing ensures a secure installation that stays put through years of gear changes. Perfect for Z/28, SS, RS, and base model Camaros requiring restoration-quality appearance and OEM-level fit and finish.

What's Included

• One die-cast zinc console shift plate with bonded black matte insert
• Adhesive backing for installation

Key Features

• Converts Ford-style slip-in speedometer drive to GM 7/8" threaded cable connection
• Fits Ford T5, all 3550/TKO transmissions, Ford T56 with cable drive, and all TREMEC Magnum six-speeds
• Double O-ring seal at the transmission case plus internal seal to prevent fluid leaks
• Steel construction for accurate readings and long service life
• Eliminates the need for expensive custom speedometer cables

Description

TREMEC T56 Magnum, TKX, and TKO transmissions all use a Ford-style mechanical speedometer drive, which creates a compatibility problem for GM muscle cars and hot rods equipped with traditional GM speedometers and 7/8" threaded cables. Rather than sourcing an expensive custom cable, this adapter assembly converts the Ford slip-in driven gear interface to accept a standard GM threaded speedometer cable directly.

The adapter features a double O-ring seal at the transmission case opening combined with an internal seal where the cable attaches. This dual-seal design addresses a common complaint with lesser adapters that allow transmission fluid to leak through the cable attachment point. Steel construction ensures the drive spindle maintains accuracy and durability under demanding conditions.

Installation is straightforward: the adapter inserts into the transmission's speedometer housing where the driven gear normally sits, and your existing GM speedometer cable threads onto the adapter's external 7/8" fitting. This assembly fits Ford T5, all 3550/TKO variants, Ford T56 transmissions with cable drive, and all TREMEC Magnum six-speed transmissions. Note that speedometer driven gears and retaining clips are sold separately and must be matched to your tire size and rear axle ratio for accurate speedometer readings. Made internationally.

What's Included

• Speedometer cable adapter assembly with steel drive spindle
• Full manufacturer's warranty

Key Features

• Converts Ford slip-in speedometer drive to GM 7/8" threaded cable connection
• Double O-ring seal system prevents transmission case leakage at the housing
• Internal seal stops fluid from traveling up the speedometer cable
• Swiss steel drive spindle delivers superior strength and accuracy
• Billet housing with naval brass bushing for smooth, long-lasting operation
• One-piece design eliminates multiple failure points found in cheaper adapters
• Made in the USA

Description

TREMEC T-56 Magnum, TKX, TKO, and T5 transmissions use a Ford-based mechanical speedometer drive, which creates a problem when you're running a GM chassis with a 7/8" threaded speedometer cable. Without an adapter, you're stuck either fabricating a custom cable or dealing with a leak-prone import solution that fails at the worst possible time.

This precision-machined adapter is engineered to eliminate the chronic leakage issues that plague cheaper alternatives. The double O-ring seal system addresses leaks at the transmission case opening, while a dedicated internal seal prevents fluid from wicking up through the cable attachment point—a common failure mode on single-seal designs. The Swiss steel drive spindle provides extra strength and accuracy for consistent speedometer readings over the life of the build.

The billet housing paired with a naval brass bushing ensures smooth cable rotation and extended service life, even in high-vibration environments. The one-piece construction eliminates the potential leak paths and wear points found in multi-piece adapter assemblies.

Fits Ford T5, all 3550/TKO models, TKX, Ford T56 with cable drive, all TREMEC Magnum six-speeds, and Ford three- and four-speed transmissions. Made in the USA with full warranty coverage.

Kit Includes

• Billet speedometer cable adapter housing
• Swiss steel drive spindle
• Naval brass bushing
• Dual O-ring seals for transmission case
• Internal cable seal
• Full manufacturer's warranty

Key Features

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

Description

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

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

Kit Includes

• 17-tooth speedometer driven gear, white plastic

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

Key Features

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

Description

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

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

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

Kit Includes

• 18-tooth yellow speedometer driven gear

Key Features

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

Description

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

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

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

What's Included

• One 19-tooth speedometer driven gear (pink)

Key Features

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

Description

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

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

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

What's Included

• One 20-tooth driven speedometer gear (black)

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

What's Included

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

Key Features

• Integrates reverse lockout control, dual VSS outputs, and reverse light wiring into one harness
• Speed-based reverse lockout: locked above 4 MPH, unlocked at 0-3 MPH (user-adjustable via app)
• Dual independent speed sensor outputs with customizable pulse counts (default: 40-pulse and 16-pulse)
• Bluetooth-enabled epoxy-sealed controller mounts to existing VSS bolt
• Square wave output: -5V to +5V standard, auto-shifts to 0V to +10V for positive-only ECM inputs
• Replaces up to 5 separate components previously required for full functionality
• Free iOS and Android app for complete signal customization
• Compatible with Classic Instruments, Auto Meter, Dakota Digital, and GM Connect & Cruise packages

Description

Converting to a TREMEC 6-speed Magnum means wiring three critical electrical functions: the vehicle speed sensor, reverse lockout solenoid, and reverse lights. Traditionally, this required up to five separate components—signal converters, lockout controllers, pigtails, and individual harnesses—all needing integration. The Bowler 3-in-1 Harness consolidates everything into a single pre-wired solution with an intelligent, Bluetooth-configurable controller.

The T56 Magnum and TR6060 place reverse gear dangerously close to 5th gear, creating real potential for accidental engagement at highway speed. The reverse lockout solenoid uses a spring-loaded pin to resist shifts into reverse when de-energized. Most DIY wiring ties the solenoid to the brake light switch—a flawed approach since braking at speed still allows reverse engagement. This harness uses speed-based control like the OE system: the lockout engages above 4 MPH and releases only when the vehicle slows to 0-3 MPH. These thresholds are fully adjustable through the free smartphone app.

The dual speed sensor outputs solve one of the most frustrating wiring challenges in modern builds. Your ECM may need a different signal than your electronic speedometer or cruise control, forcing multiple converters. This harness provides two completely independent outputs—each calibrated separately with any pulse count and ratio you need. The outputs generate a square wave signal from approximately -5V to +5V, and automatically shift to 0V to +10V when your ECM requires a positive-only input. Works seamlessly with popular gauges from Classic Instruments, Auto Meter, and Dakota Digital.

The compact epoxy-sealed controller mounts directly to the VSS output using the existing bolt—no additional mounting hardware or locations needed. Power comes from a switched +12V circuit with ground to the negative battery post or engine block. This harness fits Ford & GM Standard T56 Magnum and Ford TR6060 transmissions. Note: Does not work with 2019 and newer Mustang ECM (Wavelength system).

What's Included

• Epoxy-sealed Bluetooth controller module
• Pre-wired harness with VSS connector
• Reverse lockout solenoid wiring and connector
• Dual vehicle speed sensor output leads (pre-set 40-pulse and 16-pulse)
• Reverse light activation wire
• Protective wiring loom
• Mounting hardware for VSS bolt installation
• Installation instructions and app guide
• Free iOS/Android Bowler app download

Key Features

• Microprocessor-controlled lockout system prevents accidental reverse engagement above approximately 5 MPH
• Six-wire harness with integrated inline fuse for complete installation
• Universal fitment for all T56, T56 Magnum, and TR6060 transmissions
• Weather-resistant construction - interior mounting recommended for maximum longevity
• Two dedicated wires for solenoid output control
• Two wires for VSS (vehicle speed sensor) signal input
• Switched power and ground connections included
• Eliminates need for brake light switch or manual button workarounds
• Factory-like speed-based operation without requiring an OEM computer

Description

When you swap a TREMEC T56, T56 Magnum, or TR6060 into a classic or performance build, you lose the factory computer's ability to control the reverse lockout solenoid. Without proper control, the transmission becomes prone to inadvertent grinding into reverse gear while attempting to shift into 5th - a common problem since these gears are located very close to each other in the shift pattern. Manual workarounds like wiring to the brake light switch create their own problems: you can step on the brake at highway speed and still accidentally engage reverse.

This Reverse Lockout Control Module solves the problem with intelligent speed-based control. The heart of this module is a microprocessor that continuously monitors vehicle speed through the VSS signal. At low vehicle speeds, the reverse lockout solenoid is energized, retracting the blocking pin and allowing you to shift smoothly into reverse. Above approximately 5 MPH, the module de-energizes the solenoid, locking out reverse gear access and preventing costly transmission damage from an accidental shift. This creates factory-like operation without the need for an OEM PCM or ECM.

The six-wire harness simplifies installation with dedicated circuits: two wires for switched power and ground, two wires for VSS signal input from the transmission speed sensor, and two wires for solenoid output. The integrated inline fuse protects the circuit. While the module features weather-resistant construction, mounting inside the vehicle interior is recommended for maximum longevity. The system requires no special programming or calibration - wire it up and it works.

This module is essential for any T56-family transmission swap where the factory computer control is unavailable. It controls the reverse lockout solenoid found on all Borg Warner and TREMEC T56, Magnum, and TR6060 transmissions, restoring the safety and convenience of proper reverse lockout operation that these transmissions were designed to have.

What's Included

• Reverse lockout control module with microprocessor
• Six-wire harness with color-coded leads
• Inline fuse
• Installation instructions
• MDL lifetime technical support

Key Features

• Tin-plated brass terminals for corrosion resistance and reliable signal transmission
• Compatible with Ford VSS connector style used in 1987-1995 Mustangs
• Works with Ford and GM TREMEC Magnum two-wire analog OSS output
• Fits Ford TKO/TKO 500-600, TKX, and T45/3650 transmissions
• Two-wire design matches OE Ford VSS signal format

Description

When you install a TREMEC transmission in your build, you need a clean way to send speed data to your electronic speedometer or ECU. This harness provides the critical link between your transmission's output speed sensor (OSS) and your vehicle's existing Ford-style VSS wiring. It's designed specifically for the two-wire analog speed sensor output found on Ford and GM TREMEC Magnum transmissions, as well as Ford TKX, TKO, and T45/3650 units.

The terminals are constructed from tin-plated brass, which resists corrosion and maintains solid electrical contact even in harsh underhood environments. This matters because intermittent speed signals cause erratic speedometer readings and can throw off ECU calculations that rely on vehicle speed data. The Ford VSS connector style was used across a wide range of 1987-1995 Ford vehicles, making this harness the right choice when you're tying into an existing Ford wiring harness or EFI system from that era.

This harness is the simple, direct solution for builders running electronic speedometers with TREMEC 5- and 6-speed transmissions. Whether you're completing a resto-mod Mustang with modern gauges or wiring a GM-pattern Magnum into a classic muscle car, this connector eliminates guesswork and custom splicing.

What's Included

• Electronic speedometer harness with tin-plated brass terminals
• Ford VSS-style two-wire connector

Key Features

• Direct-fit snap-in connector mates with the reverse lockout solenoid on all TREMEC T56 6-speed transmissions
• Generous 6-foot wiring length provides flexible routing through tunnels and firewalls
• Protective covering shields wiring from heat, abrasion, and moisture
• Designed for use with MDL's MD-700-0100-2 reverse lockout control module
• Fits Ford and GM T56 applications

Description

The TREMEC T56 utilizes a reverse lockout solenoid to prevent accidental shifts into reverse while attempting to engage 5th gear--a critical safety feature because reverse and 5th are located very close to each other on the shift pattern. When the solenoid isn't energized, spring pressure against the shift rail makes reverse engagement difficult. When powered, the solenoid retracts the pin, allowing smooth entry into reverse. The problem? Classic cars and restomod builds lack the factory PCM logic to control this solenoid, leaving builders to either muscle through the lockout or rig up makeshift solutions.

This 6-foot harness provides the factory-style snap-in connector that mates directly with the T56's reverse lockout solenoid. The extended length gives you the flexibility to route wiring cleanly through the transmission tunnel, up through the firewall, and to your control module location without splicing or extending. The protective covering shields the conductors from exhaust heat, sharp edges, and underbody moisture--critical for a harness that lives in a harsh environment.

This harness is designed to work with MDL's MD-700-0100-2 reverse lockout control module, which monitors vehicle speed via the VSS signal and automatically energizes the solenoid below approximately 5-10 MPH for easy reverse engagement, then de-energizes it at higher speeds to prevent accidental shifts. The result is OEM-style lockout behavior without relying on makeshift brake-light-switch wiring or manual override buttons. Fits all TREMEC T56 6-speed transmissions in Ford and GM applications.

What's Included

• 6-foot reverse lockout solenoid harness with protective covering
• Snap-in connector for TREMEC T56 reverse solenoid

Key Features

• Integrates reverse lockout control, dual VSS outputs, and reverse light wiring into one harness
• Speed-based reverse lockout: locked above 4 MPH, unlocked at 0-3 MPH (user-adjustable via app)
• Dual independent speed sensor outputs with customizable pulse counts (default: 40-pulse and 16-pulse)
• Bluetooth-enabled epoxy-sealed controller mounts to existing VSS bolt
• Square wave output: -5V to +5V standard, auto-shifts to 0V to +10V for positive-only ECM inputs
• Replaces up to 5 separate components previously required for full functionality
• Free iOS and Android app for complete signal customization
• Compatible with Classic Instruments, Auto Meter, Dakota Digital, and GM Connect & Cruise packages

Description

Converting to a TREMEC 6-speed Magnum means wiring three critical electrical functions: the vehicle speed sensor, reverse lockout solenoid, and reverse lights. Traditionally, this required up to five separate components—signal converters, lockout controllers, pigtails, and individual harnesses—all needing integration. The Bowler 3-in-1 Harness consolidates everything into a single pre-wired solution with an intelligent, Bluetooth-configurable controller.

The T56 Magnum and TR6060 place reverse gear dangerously close to 5th gear, creating real potential for accidental engagement at highway speed. The reverse lockout solenoid uses a spring-loaded pin to resist shifts into reverse when de-energized. Most DIY wiring ties the solenoid to the brake light switch—a flawed approach since braking at speed still allows reverse engagement. This harness uses speed-based control like the OE system: the lockout engages above 4 MPH and releases only when the vehicle slows to 0-3 MPH. These thresholds are fully adjustable through the free smartphone app.

The dual speed sensor outputs solve one of the most frustrating wiring challenges in modern builds. Your ECM may need a different signal than your electronic speedometer or cruise control, forcing multiple converters. This harness provides two completely independent outputs—each calibrated separately with any pulse count and ratio you need. The outputs generate a square wave signal from approximately -5V to +5V, and automatically shift to 0V to +10V when your ECM requires a positive-only input. Works seamlessly with popular gauges from Classic Instruments, Auto Meter, and Dakota Digital.

The compact epoxy-sealed controller mounts directly to the VSS output using the existing bolt—no additional mounting hardware or locations needed. Power comes from a switched +12V circuit with ground to the negative battery post or engine block. This harness fits Ford & GM Standard T56 Magnum and Ford TR6060 transmissions. Note: Does not work with 2019 and newer Mustang ECM (Wavelength system).

What's Included

• Epoxy-sealed Bluetooth controller module
• Pre-wired harness with VSS connector
• Reverse lockout solenoid wiring and connector
• Dual vehicle speed sensor output leads (pre-set 40-pulse and 16-pulse)
• Reverse light activation wire
• Protective wiring loom
• Mounting hardware for VSS bolt installation
• Installation instructions and app guide
• Free iOS/Android Bowler app download

Key Features

• Environmentally-sealed Weather Pack connector resists moisture, extreme temperatures, and corrosive engine bay vapors
• 14 AWG wires with 10-inch leads for flexible installation routing
• Male (tower) and female (shroud) housings with pin-and-socket configuration for secure connection
• 20-amp maximum capacity for reliable 12V electrical operation
• Direct-fit compatibility with GM T56 Magnum, Ford T56 Magnum, and V6 Ford T5 transmissions
• Complete terminal and pigtail assembly - no additional components needed

Description

When swapping to a T56 Magnum or Ford T5 transmission, connecting the reverse light circuit is critical for both legal compliance and safety. This reverse switch harness eliminates the guesswork and provides a clean, factory-grade electrical connection that integrates seamlessly with existing vehicle wiring.

Built around the proven Weather Pack connector system, this harness delivers outstanding reliability in demanding engine bay environments. The pin-and-socket design creates a positive mechanical lock while sealing out moisture, dirt, and corrosive chemical vapors that destroy standard electrical connections over time. Heavy-duty 14 AWG wire handles the full electrical load with headroom to spare, while the 10-inch leads provide flexibility for routing around headers, exhaust components, and other obstacles.

The complete terminal and pigtail assembly plugs directly into GM T56 Magnum, Ford T56 Magnum, and V6 Ford T5 transmissions without modification. On the vehicle side, the Weather Pack connector interfaces cleanly with existing reverse light circuits or aftermarket wiring harnesses. This eliminates the common problems of corroded connections, loose terminals, and failed reverse lights that plague cut-and-splice installations.

What's Included

• Weather Pack male (tower) housing with terminals
• Weather Pack female (shroud) housing with terminals
• 10-inch 14 AWG wire leads (pair)
• Complete pin-and-socket connector assembly

Key Features

• Engineered specifically for TREMEC T56 Magnum 6-speed transmissions - supports the Magnum's 700 lb-ft torque capacity
• Three-piece adjustable design with 1" total fore/aft adjustment (1/2" forward or 1/2" back) for precise transmission positioning
• Fits 1970-1974 Camaro and Firebird with stock GM subframes
• Also compatible with 1967-1969 Camaro/Firebird stock subframes
• Works with Small Block Chevy, Big Block, LS, and LT engine combinations (LS must be in factory SBC location)
• Slim profile allows clearance for dual exhaust systems
• Black powder coat finish for corrosion resistance
• Bolts directly to stock mounting locations - no cutting or welding required
• Works with stock-height body bushings

Description

When you're dropping a TREMEC T56 Magnum 6-speed into your second-generation F-body, proper transmission support is critical to the success of your swap. This Bowler crossmember solves the mounting challenge with a design engineered specifically around the Magnum's dimensions and mounting requirements, giving your 700 lb-ft-rated transmission a solid foundation in your '70-'74 Camaro or Firebird.

The three-piece adjustable design sets this crossmember apart from fixed alternatives. Separate adjustable end pieces provide 1" of total fore/aft adjustment - 1/2" forward or 1/2" back - letting you dial in precise transmission placement to optimize driveline angles and shifter position. This adjustment capability accommodates the small variations between builds and ensures you're not fighting your installation to get everything aligned.

Bowler engineered this crossmember with exhaust clearance as a priority. The slim profile leaves room for dual exhaust systems - a critical consideration when running aftermarket headers or performance exhaust in the tight confines of a second-gen F-body. The black powder coat finish resists corrosion while maintaining a clean, professional appearance under the car.

Compatibility is broad: the crossmember works with Small Block Chevy, Big Block, LS, and LT engine combinations, provided the LS is mounted in the factory small block position (setback engine mounts are not compatible). Beyond its primary 1970-1974 Camaro/Firebird application, this crossmember also fits 1967-1969 Camaro and Firebird stock subframes. Note: this crossmember is designed for stock GM subframes only and will not work with Detroit Speed subframes.

What's Included

• Bowler three-piece adjustable transmission crossmember with black powder coat finish
• Complete mounting hardware
• Installation instructions

Key Features

• Precision-welded steel construction for maximum strength and durability
• Three-hole mounting pattern for secure attachment to GM-style crossmembers
• Compatible with GM T5 and MDL Front-Shift T5 transmissions
• Protective coating resists corrosion in harsh underbody environments
• Rubber contact pad isolates drivetrain vibration
• Requires MD-201-Mount 1102 hardware kit (sold separately)

Description

Maintaining the correct driveline angle between your transmission and driveshaft is critical for smooth operation and component longevity. This GM & Front-Shift T5 Transmission Mount provides the secure, vibration-damping connection point your drivetrain demands, whether you're running a factory GM T5 or MDL's specialized Front-Shift T5 conversion.

Built from precision-welded steel and finished with a durable protective coating, this mount handles transmission loads while shrugging off road grime, moisture, and corrosion. The integrated rubber contact pad isolates vibration, keeping NVH out of the cabin and reducing stress on surrounding components. The three-hole mounting pattern ensures proper load distribution and secure positioning on GM-style crossmembers and tail housings.

This mount is engineered specifically for GM-pattern tail housings and MDL's popular Front-Shift T5 tailhousing conversions, making it the ideal choice for builders working with either configuration. The robust construction eliminates flex under load, protecting your transmission investment and ensuring consistent driveline geometry.

Complete your installation with the MD-201-Mount 1102 hardware kit, sold separately.

Kit Includes

• One precision-welded steel transmission mount with protective coating
• Bonded rubber contact pad for vibration isolation

Note: MD-201-Mount 1102 hardware kit required for installation, 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

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

Description

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

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

What's Included

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

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

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

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

What's Included

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

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