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

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

• Cast aluminum reproduction of legendary GM #3899621 bellhousing
• Direct bolt-up to Muncie 4-speed pattern transmissions - no adapters required
• 168-tooth flywheel configuration with 4-5/8" pilot bore
• Accepts up to 11" clutch diameter
• Compatible with Muncie, Saginaw, Borg-Warner T10, TREMEC TKX, and TKO transmissions
• Factory-like attachment using stock or Holley oil pan
• Designed for both hydraulic and mechanical clutch fork linkage
• Lightweight aluminum construction - non-SFI rated
• Fits Chevy small block and big block engines

Description

When you're swapping to a modern TREMEC transmission or rebuilding with a classic Muncie, the last thing you want is adapter-stacking and fitment headaches. This cast aluminum bellhousing is a faithful reproduction of the legendary GM #3899621 - the heavy-duty 11" clutch housing that GM used across Corvettes, Camaros, Chevelles, and full-size Chevys from the mid-'60s through the early '80s. It bolts directly to any Chevy small block or big block with no adapters required.

The 621 bellhousing features the 168-tooth flywheel configuration with a 4-5/8" center bore, originally designed for GM's heavy-duty 11" clutch applications. The transmission side accepts any gearbox with the standard GM Muncie 4-speed bolt pattern - including the original Muncie M20/M21/M22, Saginaw, Borg-Warner T10, and modern TREMEC TKX and TKO transmissions. This makes it the ideal foundation for upgrading from a 3 or 4-speed manual or automatic to a modern 5 or 6-speed TREMEC.

The design accommodates both hydraulic and mechanical clutch fork systems, giving you flexibility in your release setup. Factory-like attachment using stock or Holley oil pans ensures clean integration in GM cars and trucks, as well as swap applications into other chassis. This non-SFI rated aluminum casting is a lower-cost alternative for street builds under 500 hp that don't require steel SFI certification. Made in the USA.

What's Included

• Cast aluminum 621-style bellhousing with GM #3899621 casting number
• Bellhousing alignment procedure instruction sheet
• Lifetime technical support

Note: This bellhousing does not include mounting hardware or fork pivot stud. For pivot stud, see item# MD-401-6026.

Key Features

• Cast aluminum construction -- lightweight, non-SFI option for street and mild performance builds under 500 hp
• Factory-like LS engine attachment compatible with stock or Holley oil pans
• Supports both hydraulic throwout bearing and mechanical fork clutch release systems
• 168-tooth flywheel compatibility with 11-inch clutch applications
• Precision-machined 4.684-inch transmission bore diameter
• 6.45-inch bellhousing depth for proper engine-to-transmission alignment
• 2.125-inch x 3.3-inch clutch fork opening
• 1/2-13 UNC manual linkage/Z-bar bracket holes
• Fits GM LT1, LS Gen III/IV, small-block Chevy, and big-block Chevy engines
• Mates to GM four-speed bolt pattern transmissions: TREMEC TKO, TKX, Muncie, Saginaw, and Borg Warner T10

Description

Whether you're dropping an LS into a classic muscle car or building out a traditional small-block or big-block setup with a modern manual transmission, this Lakewood cast aluminum bellhousing bridges the gap. It connects GM LT1, LS Gen III/IV, small-block Chevy, and big-block Chevy engines to transmissions using the standard GM four-speed bolt pattern -- including the TREMEC TKO, TKX, Muncie, Saginaw, and Borg Warner T10.

The cast aluminum construction delivers OE-style durability without the weight penalty of a steel scatter shield, making it ideal for street cruisers and mild performance builds running under 500 horsepower where SFI certification isn't required. For LS swaps, the bellhousing provides factory-like attachment that works seamlessly with stock or Holley oil pans. The design accommodates both hydraulic throwout bearing setups and traditional mechanical fork linkage, giving you flexibility in your clutch release system.

Precision matters when mating an engine to a transmission, and this bellhousing delivers. The 6.45-inch depth, 4.684-inch transmission bore, and 2.125-inch x 3.3-inch fork opening are machined to ensure proper alignment and clutch operation. This version is designed specifically for 168-tooth flywheels paired with 11-inch clutches -- the larger flywheel diameter preferred for higher-torque applications. Note that some casting variations may require minor clearancing depending on your specific vehicle, and this bellhousing is not compatible with ACE twin-disc clutch systems.

Built for GM cars and trucks as well as swap applications into other manufacturers' chassis, this Lakewood bellhousing is a proven solution for builders who want reliable fitment without SFI overhead. OEM-style starters are recommended for ease of fitment -- just be sure your starter tooth count matches your flywheel (168-tooth). Made in the USA.

What's Included

• Lakewood cast aluminum bellhousing (natural cast finish)
• Lifetime technical support from MDL

Note: This bellhousing does not include mounting hardware or fork pivot ball. Hardware kits available separately.

Key Features

• SFI 6.1 certified scattershield - required for vehicles running 11.49 or faster in the quarter-mile
• Spin-formed steel work-hardens to over 80,000 PSI - twice the strength of rolled or stamped steel bellhousings
• Transmission bore diameter: 4.685 inches (GM standard pattern)
• Bellhousing depth: 5.950 inches [VERIFY: external sources list 6.290 inches for RM-6022]
• Accommodates 153 or 168-tooth flywheels with up to 11-inch clutch
• Compatible with mechanical fork setups or hydraulic throwout bearings
• 9:00 clutch fork opening for proper fork geometry with GM TKO/TKX transmissions
• Weight: 22 pounds
• OEM-style starter attachment and placement
• Gold iridite finish
• Made in the USA

Description

When your build demands serious protection without compromise, the QuickTime RM-6022 bellhousing delivers SFI 6.1 certified scattershield strength between your small block or big block Chevy and GM-pattern manual transmissions. Factory bellhousings and stamped aftermarket alternatives flex under power, causing accelerated drivetrain wear and misalignment through the RPM range. QuickTime's proprietary spin-forming process eliminates that weakness entirely.

Unlike rolled or stamped steel bellhousings, QuickTime's spun cone work-hardens during manufacturing to over 80,000 PSI - delivering twice the strength of conventional steel designs while maintaining dimensional accuracy that keeps your engine and transmission in perfect alignment. This pinpoint precision protects clutches, input shafts, and pilot bearings from the flex-induced wear that destroys drivetrains. The process incorporates 16 patented design points that make this the most dimensionally stable bellhousing on the market.

The RM-6022 bridges Chevrolet small block and big block V8 engines (including 1992-96 LT1) to transmissions using the GM standard bolt pattern: Muncie, Saginaw, Richmond, Borg Warner T10, Jerico, Falcon, Bert, Brinn, and TREMEC TKO/TKX. The 9:00 clutch fork opening provides correct geometry for GM-style mechanical linkage, while the design also accepts hydraulic throwout bearings for modern clutch actuation. A 4.685-inch transmission bore diameter centers GM-pattern transmissions precisely.

This is a universal-fit bellhousing engineered for engine-to-transmission adaptation, not vehicle-specific applications. Accommodates 153 or 168-tooth flywheels with clutches up to 11 inches in diameter. SFI 6.1 certification meets sanctioning body requirements for serious strip or circle track use. Made in the USA.

What's Included

• QuickTime RM-6022 spun steel bellhousing with gold iridite finish
• Engine block plate
• Clutch fork pivot ball
• Grade 8 mounting hardware
• Installation instructions

Bellhousing Cover Plate | 1964-1981 Chevy SBC/BBC | 11-Inch 168-Tooth

Key Features

• Designed specifically for 168-tooth flywheels with 11-inch clutch bellhousing applications
• Protects ring gear and clutch area from dirt, debris, and road contamination
• Fits 1964-1981 Chevy small block and big block engines with standard Chevy bellhousing bolt pattern
• No transmission removal required for installation
• Lightweight stamped steel construction at just 17 ounces
• Direct replacement for worn or missing factory inspection covers

Description

A missing or damaged bellhousing cover leaves your flywheel and clutch exposed to constant contamination. Without proper protection, dirt, road grit, and debris work their way into the ring gear and clutch area over time, accelerating wear on friction surfaces and causing premature clutch failure. This cover plate eliminates that problem by sealing off the flywheel area while still allowing access for inspection when needed.

This cover is sized specifically for 11-inch bellhousings used with 168-tooth flywheels - the larger of the two GM flywheel sizes. The 168-tooth flywheel measures 14 inches in diameter and was commonly used in heavy-duty applications including trucks, police vehicles, and high-performance cars. These setups were typically paired with 11-inch clutches and require the larger bellhousing to clear the ring gear - and a correspondingly sized inspection cover.

Compatible with both small block and big block Chevy engines from 1964-1981 that use the standard 11-inch bellhousing configuration. Installation is straightforward and does not require transmission removal - simply bolt the cover in place using the included hardware. While the driveline will technically function without a cover installed, leaving the flywheel exposed to the elements is not recommended for any vehicle that sees regular use.

What's Included

• Stamped steel bellhousing cover plate
• Mounting hardware

Key Features

• CNC machined from 6061-T6 billet aluminum for precision fit and durability
• Adapts GM Muncie-pattern bellhousing to 1983-1993 Ford Mustang T5 transmission
• 7-degree counter-clockwise clocking positions tail shaft housing flat in chassis
• Correct register depth positions input shaft properly into pilot bearing
• All mounting hardware included
• MDL logo and part number machined into plate for positive identification
• Made in the USA

Description

Running a 1983-1993 Ford Mustang T5 behind a GM 3- or 4-speed bellhousing presents two immediate problems: mismatched bolt patterns and incorrect transmission angle. This MDL adapter plate solves both by providing a precision-machined interface between the GM Muncie bellhousing bolt pattern and the Ford T5 mounting face, while incorporating 7-degree counter-clockwise rotation clocking to level the tail shaft housing.

CNC machined from 6061-T6 billet aluminum, the adapter maintains the correct register depth to position the T5's 10-spline input shaft properly into your pilot bearing. The 7-degree CCW clocking compensates for the bellhousing angle, keeping the transmission case level and the shifter in an ergonomic position. This engineering precision eliminates binding and premature wear caused by misaligned driveline geometry.

Completing this conversion requires addressing the spline change from GM to Ford. You'll need a conversion clutch with a 10-spline x 1-1/8" clutch hub and an appropriate conversion pilot bushing, both available separately from MDL. The adapter itself includes all necessary mounting hardware for straightforward installation.

Every adapter is machined in the USA with the MDL logo and part number cut directly into the aluminum, ensuring you always know you have the correct component for your build.

What's Included

• 6061-T6 billet aluminum adapter plate with 7-degree CCW clocking
• Complete mounting hardware
• Installation instructions

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)

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

Key Features

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

Description

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

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

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

Kit Includes

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

Key Features

• Kevlar facing on pressure plate side paired with steel-backed organic facing on flywheel side for durability and chatter-free engagement
• 10.5-inch diaphragm pressure plate with lower lever height engineered for hydraulic release systems
• 10-spline x 1-1/16-inch clutch disc compatible with Ford T5 and TKO input shafts
• 350 ft-lb torque rating handles modified street engines with confidence
• 11-5/8-inch equal bolt circle pattern fits GM-style flywheels
• Sprung hub design absorbs drivetrain shock for smoother street manners
• Hand-assembled in-house with rigorous quality control
• Made in the USA with 1-year warranty

Description

When you're building a GM-to-Ford swap or running a TREMEC transmission behind a small-block Chevy, the clutch equation gets complicated. This Superior clutch set solves that puzzle with a hybrid friction design that delivers both grip and street manners: Kevlar on the pressure plate side provides excellent holding power and heat resistance for spirited driving, while the steel-backed organic facing on the flywheel side ensures smooth engagement and long service life without the chatter common to full-puck designs.

The 10.5-inch diaphragm pressure plate is specifically designed with a lower lever height for hydraulic release systems, eliminating the clearance headaches that plague mechanical-to-hydraulic conversions. Diaphragm-style clutches deliver consistent clamp pressure regardless of engine RPM while maintaining manageable pedal effort, a major improvement over vintage three-finger Long-style designs that punish your left leg on every commute.

The 10-spline x 1-1/16-inch clutch disc matches Ford T5 and TKO transmission input shafts, while the 11-5/8-inch equal bolt pattern fits standard GM flywheel drilling. Rated for 350 ft-lb of torque, this clutch handles mildly modified street engines in Performance Street Plus applications. Each Superior clutch disc is meticulously hand-assembled in-house to ensure quality, exacting tolerances, and flawless operation before it ships. Made in the USA.

What's Included

• 10.5-inch diaphragm pressure plate with lower lever height for hydraulic release
• Kevlar/steel-backed organic clutch disc, 10-spline x 1-1/16-inch, sprung hub
• 0.670-inch ID pilot bushing
• 0.670-inch tip clutch alignment tool
• 1-year free-from-defect warranty

NOTE: Throwout bearing is NOT included with this kit.

Key Features

• Chevy 10.5" diaphragm pressure plate with 11-5/8" bolt pattern for proper flywheel fitment
• 250 ft-lbs torque capacity - sized right for street-driven small blocks
• Organic/organic facings deliver smooth, progressive engagement and long service life
• Ford 10-spline 1-1/16" clutch disk with sprung hub absorbs driveline shock
• Hand-assembled by MDL technicians in Caldwell, Idaho
• Kit includes .670" ID pilot bushing and alignment tool - ready to install
• 1-year warranty against manufacturing defects

Description

Swapping a Ford transmission behind a Chevy engine? This Superior organic clutch kit bridges the gap, pairing a Chevy-pattern 10.5" diaphragm pressure plate with a Ford 10-spline 1-1/16" clutch disk. The result is a complete clutch solution for hybrid powertrains running TREMEC T-5, TKO-500, TKX, or other Ford-pattern 10-spline transmissions behind GM small blocks and other Chevy-bolt-pattern engines.

The diaphragm pressure plate delivers consistent clamping force with manageable pedal effort - a significant improvement over long-style clutches for street driving. Rated at 250 ft-lbs, this kit handles stock and mildly modified engines without overkill. The organic/organic facing combination provides the smoothest engagement characteristics available, making it forgiving for daily drivers while still delivering the durability serious enthusiasts demand.

Every Superior clutch disk is hand-built at MDL's Caldwell, Idaho facility. The sprung hub design isolates the drivetrain from engine harmonics, reducing gear rattle and extending component life. The 11-5/8" bolt pattern matches standard Chevy flywheels, and the included .670" ID pilot bushing ensures proper input shaft support. This American-made kit arrives ready to install with an alignment tool and full break-in instructions.

NOTE: This kit does not include a throwout bearing. Select the appropriate bearing for your bellhousing and release system separately.

What's Included

• Chevy 10.5" diaphragm pressure plate (11-5/8" bolt pattern)
• Ford 10-spline 1-1/16" clutch disk with organic/organic facings and sprung hub
• .670" inside diameter pilot bushing
• .670" clutch alignment tool
• Installation and break-in instructions
• 1-year warranty coverage
• MDL lifetime technical support

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

LF Series Hydraulic Clutch Master Kit | Remote Reservoir | 0.700 Bore

Key Features

• 0.540 cubic inch displacement volume - properly moves most slave cylinders on the market
• 0.700-inch bore with full 1.4-inch stroke for complete clutch disengagement
• Remote reservoir design for flexible mounting in tight engine bays
• Hand-assembled in-house for controlled quality and tolerances
• Includes 1-man bleeder kit for simplified system bleeding
• Tested, proven, and double-checked for fit and finish before shipping
• Compatible with DOT 3 or DOT 4 brake fluid
• Works with stock clutch pedals and OE reproduction aftermarket pedals
• Made in the USA

Description

When you're building a hydraulic clutch system from scratch, piecing together individual components wastes time and often leads to compatibility headaches. MDL bundles this complete master cylinder kit for builders who want everything needed to install a hydraulic clutch master without hunting down fittings, rods, and hardware separately. The LF Series represents MDL's engineered approach to hydraulic clutch actuation - every component selected and tested to work together seamlessly.

This cylinder's 0.700-inch bore paired with a full 1.4-inch stroke delivers 0.540 cubic inches of displacement volume - the sweet spot for actuating most hydraulic throwout bearings and slave cylinders without over-pressurizing the system or requiring excessive pedal travel. Don't confuse this with the Wilwood GS that has a shorter stroke - MDL's full 1.4-inch stroke ensures complete clutch disengagement even with high-clamp-load pressure plates.

The remote reservoir design allows flexible mounting options when firewall space is limited or when you need to keep the fluid reservoir away from engine heat. All MDL hydraulic kits are hand-assembled in-house so that quality and tolerances can be controlled, then tested and double-checked for fit and finish before they go in the box. If you don't use the full stroke of the cylinder, MDL offers 3/4-inch and 7/8-inch bore masters for applications requiring different volume characteristics.

This universal kit works across Ford, GM/Chevy, and Mopar applications with stock clutch pedals or aftermarket reproduction pedals. Uses DOT 3 or DOT 4 brake fluid. Made in the USA with lifetime technical support available at 208-453-9800.

Kit Includes

• 0.700-inch bore x 1.4-inch stroke master cylinder
• Remote reservoir with mounting hardware
• Complete hydraulic line set with fittings
• Pushrod assembly
• 1-man bleeder kit for system bleeding
• Installation instructions
• Lifetime technical support

Key Features

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

Description

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

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

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

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

What's Included

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

Tilton 6000 Series Hydraulic Slip-On Release Bearing | Ford T5

Key Features

• Stainless steel threaded adjustment sleeve provides nearly 1.25" of adjustability (bearing height 1.77" to 3.00")
• Full 0.700" piston travel for positive clutch engagement
• High-temperature monoseal design with quad tensioner ensures proper seal tension and maximum reliability
• High-quality flat face bearing with 1.71" - 3.03" contact diameter fits most 8.5" - 11" bent-finger and lever-type clutches
• Billet aluminum body and piston precision-machined in-house at Tilton
• Constant contact design self-adjusts for clutch wear and maintains consistent pedal feel throughout clutch life
• -4AN stainless steel braided supply and bleed lines with leak-resistant swivel fittings
• Anti-rotation bolt prevents bearing movement during operation
• Compatible with DOT 3 or DOT 4 brake fluid

Description

External slave cylinders don't always play nice with every build. Sometimes there's interference with headers, sometimes no external kit even exists for your combination. This Tilton 6000 Series hydraulic release bearing solves both problems by mounting directly onto the Ford T5's bearing retainer, moving the entire hydraulic actuation inside the bellhousing where clearance is never an issue.

The engineering behind this bearing eliminates mechanical linkages, pivot balls, and external slaves entirely. The high-temperature monoseal with quad tensioner design ensures leak-free operation under demanding conditions, while the constant contact system means the bearing automatically compensates for clutch wear--no readjustment needed, and consistent pedal feel throughout the clutch's service life. No return springs or helper springs are required or recommended.

The stainless steel threaded sleeve allows nearly 1.25" of height adjustment (1.77" to 3.00"), letting you dial in the perfect setup for virtually any clutch configuration from 8.5" to 11" diameter. The full 0.700" of piston travel handles both three-finger and diaphragm-style pressure plates with ease. Tilton's billet aluminum construction and precision machining deliver race-proven reliability at a competitive price point.

This is a complete kit--no additional components required for installation. Fits Ford T5 transmissions with 1.410" guide tube OD. Note that this part uses metric anti-rotation pin threads specific to the T5 and will not fit TKO or TKX transmissions. Compatibility extends to most bellhousings, making this a versatile upgrade for Ford T5-equipped builds. Backed by MDL lifetime technical support.

What's Included

• Tilton 6000 Series hydraulic release bearing with billet aluminum body and piston
• Stainless steel threaded adjustment sleeve
• -4AN stainless steel braided supply line
• -4AN stainless steel braided bleed line
• Anti-rotation bolt (metric thread for Ford T5)
• High-strength transmission retainer bolt
• Union fitting for connection to main supply line
• Complete installation instructions
• MDL lifetime technical support

Key Features

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

Description

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

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

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

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

Kit Includes

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

Key Features

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

Description

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

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

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

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

Kit Includes

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

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

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

What's Included

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

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

Key Features

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

Description

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

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

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

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

Kit Includes

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

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

• Direct bolt-on design for standard 2-bolt flange measuring 7/8-inch center to center
• 10-inch length billet aluminum construction with natural silver finish
• 3/8-16 thread for shift knob attachment with included jam nut
• Machined groove for secure boot attachment
• Machined billet steel mounting stud, drilled and countersunk for metric cap screws
• Manufacturer lifetime warranty
• Made in the USA

Description

Factory plastic shifter sticks flex under hard shifts and wear out over time, leaving you with a sloppy, imprecise feel that undermines the driving experience. This Lokar billet aluminum shift lever delivers the solid, precise feedback your manual transmission deserves. Direct bolt-on for TREMEC and Borg Warner manual transmissions, this lever fits stock and aftermarket 5- and 6-speed shifters without modification.

The 7/8-inch center-to-center 2-bolt flange ensures proper fitment on TREMEC T5, T45, TKO, and T56 Magnum transmissions. Billet aluminum construction eliminates flex while keeping weight down, and the machined groove provides a clean attachment point for your shifter boot. The machined billet steel mounting stud is drilled and countersunk to accept the included metric cap screws, giving you a professional installation that eliminates the loose feel of worn factory parts.

At 10 inches, this lever provides optimal reach and leverage for confident gear changes. The 3/8-16 thread at the top accepts most aftermarket shift knobs, and the included jam nut secures your knob in place. Clean lines and a natural silver finish complement any interior. Made in the USA with a manufacturer lifetime warranty.

What's Included

• 10-inch billet aluminum shift lever with natural silver finish
• Machined billet steel mounting stud
• Metric cap screws
• 3/8-16 jam nut
• Manufacturer lifetime warranty

Key Features

• Direct bolt-on compatibility - Fits TREMEC and Borg Warner T5, T45, and T56 transmissions with standard 7/8" center-to-center mounting holes
• Premium billet aluminum construction - Black anodized finish resists corrosion and delivers show-quality appearance
• Machined billet steel mounting stud - Superior strength compared to cast alternatives, drilled and countersunk for flush-mount cap screws
• 30-degree layback design - 5" back x 10" tall configuration positions the shift knob ergonomically for natural hand placement
• Standard 3/8"-16 knob threads - Compatible with most aftermarket shift knobs
• Complete hardware included - Metric cap screws included for immediate installation
• Lifetime warranty - Made in the USA by Lokar

Description

Replace your worn or missing factory shift lever with this precision-machined Lokar billet aluminum unit. Whether you're building a TREMEC swap that didn't come with a lever or upgrading a tired stocker with sloppy engagement, this black anodized shift lever delivers the crisp, solid feel your manual transmission deserves.

The engineering details set this lever apart from cheaper alternatives. Machined from solid billet aluminum rather than cast or stamped, the lever body eliminates flex under aggressive shifting. The billet steel mounting stud provides a rock-solid foundation that won't strip threads or crack under stress - a common failure point on lesser designs. Lokar drills and countersinks the mounting holes so the included metric cap screws sit flush, giving you a clean, professional appearance without exposed fastener heads.

The 30-degree layback bend positions the shift ball naturally where your hand expects it. At 10.4" overall length with a 5" back x 10" tall geometry, this lever places the knob in an ergonomic location that reduces fatigue during spirited driving or long cruises. The standard 3/8"-16 thread at the top accepts the vast majority of aftermarket shift knobs, so you can personalize the look to match your interior.

This lever fits all TREMEC and Borg Warner T5, T45, and T56 transmissions using the standard 2-bolt flange with 7/8" center-to-center bolt spacing. It works with both stock and aftermarket shifter assemblies. Made in the USA with Lokar's manufacturer lifetime warranty.

What's Included

• Black anodized billet aluminum shift lever (10.4" overall length, 30-degree layback design)
• Machined billet steel mounting stud
• Metric cap screws (drilled and countersunk)
• Lokar manufacturer lifetime warranty

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

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

Description

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

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

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

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

What's Included

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

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

Key Features

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

Description

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

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

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

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

What's Included

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

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

Key Features

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

Description

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

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

Kit Includes

• 17-tooth speedometer driven gear, white plastic

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

Key Features

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

Description

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

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

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

Kit Includes

• 18-tooth yellow speedometer driven gear

Key Features

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

Description

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

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

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

What's Included

• One 19-tooth speedometer driven gear (pink)

Key Features

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

Description

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

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

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

What's Included

• One 20-tooth driven speedometer gear (black)

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

What's Included

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

Key Features

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

Product Overview

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

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

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

Kit Includes

• Reverse switch wiring harness with two-prong connector

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

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

What's Included

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