MDL TREMEC GM TKX 5-Speed | 1953-1967 Corvette | 2.87 First, 0.68 OD | 2” Left Side Shift Rear, Straight Up

Key Features

• 600 lb-ft torque capacity with 7,500 RPM shift capability and 8,000 RPM engine speed rating
• Gearing ratio (2.87, 1.89, 1.28, 1.00, 0.68) - deep overdrive drops highway RPM for improved cruising
• 26-spline input shaft (1-1/8 in. diameter) and 31-spline output shaft for added strength
• Compact end-loaded aluminum case fits most GM tunnels without floor modifications
• Ribbed 3-piece housing (main case, intermediate plate, rear extension) for structural stiffness
• Multi-cone synchronizers with sintered carbon/bronze hybrid rings for smooth high-RPM shifts
• ASTM 4615 special-grade steel gears and shafts with caged needle bearings in all gear positions
• GM Muncie bellhousing bolt pattern - direct swap for 3-speed and 4-speed applications
• GM 0.590-inch pilot tip with 1.375-inch OD throwout bearing guide tube
• Built-in reverse light switch and cruise control safety switch
• Dual speedometer outputs: mechanical 7-tooth Ford gear (adaptable to GM) plus OSS two-wire analog sensor
• 99 lbs dry weight; 2.7-quart fluid capacity
• High-performance short-throw billet aluminum shifter included
• MDL side shift modification with a straight up stub - precise shifter placement without compromise
• Shifter Stub Location: 2” left of center line, 19.52” back from the bellhousing face
• MDL Exclusive - not available through TREMEC

Description

Early Corvettes demand precision engineering when upgrading to modern overdrive performance. When the TKX leaves the TREMEC factory, the shifter is centered -- and that creates a problem for C1 and C2 Corvettes where the original floor shifters were offset toward the driver for comfortable, easy shifting. MDL's tailstock modifications solve this by relocating the shifter stub to the correct OE position, eliminating the need to cut your floor or modify your center console.

This isn't just a bolt-on shifter -- it's a complete engineering solution. MDL achieves three critical objectives: smooth shifting identical to the unmodified unit, correct OE shifter positioning without console alterations, and rock-solid reliability with a finished appearance that simplifies installation. The custom shifter turret is the smallest offered in the industry for optimal fitment through the factory shifter opening, CNC-machined from aluminum and anodized for corrosion resistance and lightweight integration. Each unit is prepared by hand at MDL's facility to ensure quality and precision.

The TKX foundation delivers superior shift quality through multi-cone synchronizers and hybrid rings made of sintered bronze and carbon, while all gears and shafts are manufactured from special grade steel (ASTM 4615) for increased torque carrying capacity. The three-piece ribbed aluminum housing provides outstanding structural stiffness, and the robust internal three-rail shift system uses steel shift forks. Tapered roller bearings on input, output, and countershafts reduce noise while a caged needle bearing supports the mainshaft.

Compatible with GM Muncie bellhousing bolt patterns using a 7.2-inch input shaft with GM 0.590-inch pilot tip and 1.375-inch OD throwout bearing guide tube. Includes both mechanical and electronic speedometer outputs. Note that C1 Corvettes (1953-1962) require crossmember fabrication. Recommended fluids include AMSOIL ATF or Synchromesh, TREMEC HP-MTF, GM Synchromesh, or Mobil 1 Synthetic ATF. MDL extends the manufacturer's warranty by an extra year with a 1-year grace period.

What's Included

• TREMEC TKX 5-speed transmission (TCET17805) with 2.87/1.89/1.28/1.00/0.68 gear ratios
• High-performance short-throw billet aluminum shifter (2” left side shift front, straight up stub)
• Gaskets for all mating surfaces
• Built-in reverse light switch (left side)
• Built-in cruise control safety switch (right side)
• Mechanical speedometer drive gear (7-tooth Ford pattern, adaptable to GM)
• OSS two-wire analog speedometer sensor
• MDL extended warranty: manufacturer warranty plus 1 additional year with 1-year grace period
• Lifetime technical support

MDL TREMEC GM TKX Road Race 5-Speed | 1953-1967 Corvette | 2.87 First, 0.81 OD | 2” Left Side Shift Rear, No Offset

Key Features

• 600 lb-ft torque capacity with 7,500 RPM shift capability and 8,000 RPM engine speed rating
• Close-ratio gearing (2.87, 1.89, 1.28, 1.00, 0.81) balances strong launches with relaxed highway cruising
• 26-spline input shaft (1-1/8 in. diameter) and 31-spline output shaft for added strength
• Compact end-loaded aluminum case fits most GM tunnels without floor modifications
• Ribbed 3-piece housing (main case, intermediate plate, rear extension) for structural stiffness
• Multi-cone synchronizers with sintered carbon/bronze hybrid rings for smooth high-RPM shifts
• ASTM 4615 special-grade steel gears and shafts with caged needle bearings in all gear positions
• GM Muncie bellhousing bolt pattern - direct swap for 3-speed and 4-speed applications
• GM 0.590-inch pilot tip with 1.375-inch OD throwout bearing guide tube
• Built-in reverse light switch and cruise control safety switch
• Dual speedometer outputs: mechanical 7-tooth Ford gear (adaptable to GM) plus OSS two-wire analog sensor
• 99 lbs dry weight; 2.7-quart fluid capacity
• High-performance short-throw billet aluminum shifter included
• MDL side shift modification with a no offset stub - precise shifter placement without compromise
• Shifter Stub Location: 2” left of center line, 19.52” back from the bellhousing face
• MDL Exclusive - not available through TREMEC

Description

The stock TKX is an exceptional transmission, but its shifter location doesn't work with the C1 and C2 Corvette's unique interior layout. MDL solves this problem with extensive hand machining and custom component integration that repositions the shifter stub to the factory location - a modification developed through many hours of R&D and unavailable anywhere else. This isn't a bolt-on adapter; it's a comprehensively upgraded transmission that drops into your '53-'67 Corvette with proper shifter placement.

The TREMEC TKX delivers 600 lb-ft of torque capacity with 8,000 RPM capability and a 7,500 RPM shift rating - serious specifications for serious power. The close-ratio gearset (2.87, 1.89, 1.28, 1.00, 0.81 overdrive) keeps engine speed in the powerband through acceleration while the 0.81 fifth gear provides a tighter drop from fourth than the 0.68 option, making it ideal for road racing and spirited street driving where you want usable overdrive without lugging the engine.

Inside, sintered carbon/bronze hybrid triple-cone synchronizers deliver smooth, positive shifts at high RPM, while ASTM 4615 special grade steel gears and shafts handle the increased demands of modern performance engines. Tapered roller bearings on the input, output, and countershafts reduce noise, with caged needle bearings on the mainshaft. The single-piece countershaft increases torque-carrying capacity, and steel shift forks work with the internal three-rail shift system for precise gear selection.

The TKX's compact end-loaded case design provides excellent tunnel clearance compared to older TKO transmissions. The three-piece ribbed aluminum housing (main case, intermediate plate, rear extension) delivers structural stiffness while gaskets at all mating surfaces eliminate fluid leaks. The rear mainshaft support bushing is positioned closer to the gearbox for improved bearing support. Fits C1 1953-1962 and C2 1963-1967 Corvettes. Note: C1 Corvettes require crossmember fabrication. Fluid capacity: 2.7 quarts. Recommended fluids include TREMEC HP-MTF, Dexron III, GM Synchromesh, Amsoil ATF, or Mobil 1 Synthetic ATF.

What's Included

• TREMEC TKX 5-speed transmission (TCET17722) with 2.87/1.89/1.28/1.00/0.81 gear ratios
• High-performance short-throw billet aluminum shifter (2” left side shift rear, no offset)
• Gaskets for all mating surfaces
• Built-in reverse light switch (left side)
• Built-in cruise control safety switch (right side)
• Mechanical speedometer drive gear (7-tooth Ford pattern, adaptable to GM)
• OSS two-wire analog speedometer sensor
• MDL extended warranty: manufacturer warranty plus 1 additional year with 1-year grace period
• Lifetime technical support

MDL TREMEC GM TKX 5-Speed | 1953-1967 Corvette | 3.27 First, 0.72 OD | 2” Left Side Shift Rear, Straight Up No Offset

Key Features

• 600 lb-ft torque capacity with 7,500 RPM shift capability and 8,000 RPM engine speed rating
• Gearing ratio (3.27, 1.98, 1.34, ,1.00, 0.72) - overdrive drops highway RPM for improved cruising
• 26-spline input shaft (1-1/8 in. diameter) and 31-spline output shaft for added strength
• Compact end-loaded aluminum case fits most GM tunnels without floor modifications
• Ribbed 3-piece housing (main case, intermediate plate, rear extension) for structural stiffness
• Multi-cone synchronizers with sintered carbon/bronze hybrid rings for smooth high-RPM shifts
• ASTM 4615 special-grade steel gears and shafts with caged needle bearings in all gear positions
• GM Muncie bellhousing bolt pattern - direct swap for 3-speed and 4-speed applications
• GM 0.590-inch pilot tip with 1.375-inch OD throwout bearing guide tube
• Built-in reverse light switch and cruise control safety switch
• Dual speedometer outputs: mechanical 7-tooth Ford gear (adaptable to GM) plus OSS two-wire analog sensor
• 99 lbs dry weight; 2.7-quart fluid capacity
• High-performance short-throw billet aluminum shifter included
• MDL side shift rear modification with a straight up offset stub - precise shifter placement without compromise
• Shifter Stub Location: 2” left of center line, 19.52” back from the bellhousing face
• MDL Exclusive - not available through TREMEC

Description

Early Corvettes present a unique challenge for modern 5-speed conversions: the stock shifter position sits precisely where it needs to be for driver ergonomics. Bolt-on solutions that relocate the shifter forward or backward compromise the driving experience you're trying to improve. MDL solves this by precision-machining each TREMEC TKX to bring the shifter stub up in the original equipment position - creating an integrated transmission, not a transmission with a bolted-on adapter. This modification is performed entirely in-house at MDL's Caldwell, Idaho facility and is not available through TREMEC or any other distributor.

The foundation is TREMEC's latest TKX architecture, designed from the ground up for aftermarket performance applications. The compact end-loaded case features a ribbed 3-piece aluminum housing that delivers structural stiffness while fitting inside the Corvette's tight transmission tunnel. Multi-cone synchronizers with sintered carbon/bronze hybrid rings deliver superior shiftability at high RPM, while oversized gear widths and ASTM 4615 special-grade steel gears and shafts provide the durability to handle engines making over 400 horsepower. The single-piece countershaft and tapered roller bearings on input, output, and counter shafts reduce noise while improving torque capacity.

This wide-ratio configuration delivers aggressive acceleration with the deep 3.27 first gear, then stretches highway cruising with the 0.72 overdrive fifth. The GM Muncie bolt pattern mates directly to factory 3- and 4-speed bellhousings, and the 0.590-inch pilot tip with 1.375-inch OD throwout bearing guide tube maintains compatibility with mechanical clutch systems. Fits C1 Corvettes 1953-1962 and C2 Corvettes 1963-1967. Note: C1 installations require custom crossmember fabrication due to chassis differences. Made in the USA.

What's Included

• TREMEC TKX 5-speed transmission (TCET17805) with 3.27, 1.98, 1.34, 1.00, 0.72 gear ratios
• High-performance short-throw billet aluminum shifter (2” left side shift rear, straight up no offset stub)
• Gaskets for all mating surfaces
• Built-in reverse light switch (left side)
• Built-in cruise control safety switch (right side)
• Mechanical speedometer drive gear (7-tooth Ford pattern, adaptable to GM)
• OSS two-wire analog speedometer sensor
• MDL extended warranty: manufacturer warranty plus 1 additional year with 1-year grace period
• Lifetime technical support

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

Install Hardware Kit | Chevy SBC/BBC to TKX | Aluminum Bellhousing

Key Features

• Bolt lengths specifically selected for aluminum bellhousing applications - prevents thread damage from over-length fasteners
• Complete bellhousing-to-transmission hardware for TREMEC TKX installations on Chevy Small Block and Big Block engines
• Eliminates parts-counter guesswork when sourcing individual fasteners
• Professional-grade hardware engineered for high-torque drivetrain applications

Description

Aluminum bellhousings demand precise fastener selection. Run a bolt that's even slightly too long and you risk bottoming out in blind threaded holes, stripping threads, or failing to achieve proper clamping force between the bellhousing and transmission. This hardware kit takes the guesswork out of your Chevy SBC or BBC to TREMEC TKX conversion by providing bolts engineered specifically for aluminum bellhousing applications.

The critical difference between aluminum and steel bellhousing hardware kits comes down to bolt length. Aluminum castings often feature shallower thread engagement depths than their steel counterparts, requiring shorter fasteners to avoid damage. In some cases, certain bolts are eliminated entirely where the bellhousing manufacturer has already provided integrated hardware. This kit accounts for those differences, giving you exactly what you need for a clean, damage-free installation.

Whether you're dropping a TKX behind a classic small block in a Chevelle, Nova, or Camaro, or pairing one with a big block build, this kit ensures you have the correct mounting hardware from day one. Stop wasting time at the parts counter and get back to wrenching.

What's Included

• Bellhousing-to-transmission mounting bolts sized for aluminum bellhousing applications
• All necessary hardware for TREMEC TKX installation

Key Features

• Steel bellhousing-specific hardware kit -- correct bolt lengths for thicker Lakewood and QuickTime steel housings
• Grade 8 fasteners for high-torque, high-vibration drivetrain applications
• Hardened washers distribute clamping loads evenly across mounting surfaces
• Eliminates hardware store guesswork -- one kit, all the fasteners you need
• Torque specification: 35 ft-lbs for transmission-to-bellhousing bolts

Description

Steel bellhousings require different hardware than their aluminum counterparts. The thicker steel construction of Lakewood and QuickTime scatter shields demands specific bolt lengths that you won't find at the local hardware store -- and using the wrong fasteners means either insufficient thread engagement or bolts that bottom out before clamping. This hardware kit solves that problem with precision-selected Grade 8 bolts sized specifically for steel bellhousing applications.

The kit includes everything needed to secure your TREMEC TKX transmission to a GM-pattern steel bellhousing on small block or big block Chevy applications. Grade 8 fasteners deliver the strength required for high-torque drivetrains, while the included hardened washers prevent fastener galling and distribute clamping loads evenly across the mounting flange. Torque all transmission-to-bellhousing bolts to 35 ft-lbs for proper retention.

The GM TKX uses the same Muncie/Richmond 4-speed bolt pattern that's been standard on GM manual transmissions for decades, making bellhousing selection straightforward. This kit pairs with steel bellhousings designed for that pattern -- the thicker steel construction provides added safety in high-horsepower applications where an SFI-rated scatter shield is required or preferred.

What's Included

• Grade 8 transmission-to-bellhousing bolts (steel bellhousing length)
• Hardened steel washers

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

• 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

• Complete manual clutch pedal conversion kit for 1967 Corvette Stingray
• Swing-mounted pedal design specific to 1967 C2 chassis
• Everything needed to convert from automatic to manual transmission
• Compatible with both 327 and 427 engine applications
• Eliminates the need to source individual pedal components separately

Description

Converting a 1967 Corvette from automatic to manual transmission requires more than just swapping gearboxes - you need a complete clutch pedal assembly designed specifically for the C2 chassis. This kit provides everything required to add a proper clutch pedal to your Stingray, whether you're installing a period-correct Muncie 4-speed or upgrading to a modern TREMEC 5 or 6-speed.

The 1967 model year is unique among C2 Corvettes, with pedal geometry and mounting provisions that differ from 1963-1966 cars. This kit addresses those year-specific requirements with components designed for the '67 chassis. The swing-mounted pedal assembly installs into your existing pedal support under the dash, maintaining factory-correct geometry and proper clutch engagement feel.

Rather than hunting down individual components from multiple sources - pedal arm, pushrod bracket, pedal shaft, mounting hardware - this complete kit ensures all parts are properly matched and ready for installation. It's the foundation for any manual transmission conversion in your 1967 Corvette.

What's Included

• Complete clutch pedal assembly
• Pedal shaft
• Clutch pushrod bracket
• Mounting hardware
• All components needed for complete conversion [VERIFY: exact contents of kit - description states "complete kit with everything you'll need" but does not itemize specific components]

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

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

What's Included

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

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

Key Features

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

Description

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

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

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

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

What's Included

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

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

Key Features

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

Description

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

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

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

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

Kit Includes

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

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

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

Key Features

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

Description

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

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

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

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

Kit Includes

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

Note: Pilot bearing and throwout bearing not included.

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

Key Features

• 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

Key Features

• Chrome-plated high strength steel construction — show-quality finish with durability for daily driving
• 7-inch lever length with 1-5/8-inch shift ball — period-correct dimensions match '63-'67 Corvette OEM appearance
• Direct bolt-on fitment for TKX, TKO, and T56 transmissions — 3/8-inch mounting holes on 7/8-inch center-to-center spacing
• Installation hardware included — ready to install out of the box

Description

Swapping a TREMEC transmission into your mid-year Corvette shouldn't mean sacrificing the factory look. This OEM-style shift lever delivers the authentic '63-'67 Corvette appearance while providing direct bolt-on compatibility with modern TKX, TKO, and T56 transmissions.

Built from high strength steel with a show-quality chrome-plated finish, this lever replicates the original Corvette shifter aesthetics down to the correct 7-inch length and 1-5/8-inch diameter shift ball. Whether you're building a restomod that honors the original interior or restoring a numbers-matching car with a modern transmission upgrade, this lever maintains the classic cockpit appearance that defines the mid-year Corvette experience.

The standard TREMEC mounting pattern — 3/8-inch holes spaced 7/8-inch on center — ensures proper fitment with your transmission's shifter assembly. No adapters or modifications required; simply bolt it on and enjoy crisp, precise shifts with factory-correct looks.

What's Included

• Chrome-plated high strength steel shift lever (7-inch length)
• 1-5/8-inch chrome shift ball
• Installation hardware

Key Features

• Square-base rubber construction designed specifically for late 1968-1969 Corvettes with manual transmissions
• Double-fold bellows design correct for late '68 and all '69 Corvettes
• Seals shifter opening to block exhaust fumes, heat, and road noise from entering the cabin
• Mounts to console plate with four black phosphate oval-head Phillips screws (not included)
• Reproduction of GM part number 3940690
• Fits both 3-speed and 4-speed manual transmission applications

Description

Every manual transmission Corvette relies on a rubber boot to seal the gap between the shifter and console plate. This console boot is a factory-correct reproduction for late 1968 and 1969 C3 Corvettes, featuring the distinctive double-fold bellows design that distinguishes it from the earlier single-fold version used on early '68 models.

The seal this boot creates is more than cosmetic. The transmission tunnel channels exhaust heat and fumes directly under the console, and a cracked or missing boot allows that contaminated air to enter the passenger compartment. Replacing a deteriorated boot restores cabin air quality and keeps tunnel heat where it belongs—outside the cockpit.

Built from durable rubber compound, this boot withstands the constant flexing from shifter movement and the elevated temperatures found in the transmission tunnel. The square base configuration matches the original console plate opening, and installation follows factory procedure: four oval-head Phillips screws secure the boot from the underside of the console plate. Whether you are restoring a numbers-matching '69 427 or upgrading an LS-swapped restomod, this boot keeps your interior sealed and comfortable.

Kit Includes

• One rubber console shift boot with square base and double-fold bellows design

Key Features

• Bolt-in installation using factory C2 Corvette frame mounting points - no cutting or welding required
• Engineered specifically for factory small block and big block engine mounting locations
• Compatible with TREMEC GM TKO500, TKO600, and TKX 5-speeds (part numbers 17805, 17722, 18083)
• Energy Suspension Hyper-Flex polyurethane transmission mount included - outlasts rubber, controls torque, absorbs vibration
• TKX shares identical mounting points and overall length with TKO for direct crossmember compatibility
• Easy difficulty level - rated as one of the simplest installs in the MDL catalog

Description

The factory C2 Corvette crossmember was designed for 1960s manual transmissions - not modern TREMEC 5-speeds. Swapping to a TKO or TKX means solving the mounting geometry problem, and this crossmember does exactly that. Engineered for '63-'67 Corvettes with small block or big block engines in the factory mounting location, it positions your TREMEC transmission properly while using your original frame attachment points.

Installation is straightforward: the crossmember bolts directly to your existing frame mounts with no fabrication required. If your engine has been set back from the stock position, modifications may be necessary for proper alignment - but for factory-location powerplants, this is a true bolt-in solution. The crossmember is compatible with the full range of GM-pattern TREMEC 5-speeds including the TKO500, TKO600, and the newer TKX (part numbers 17805, 17722, and 18083).

The included Energy Suspension polyurethane mount replaces the weak link that rubber mounts create in a performance drivetrain. Hyper-Flex polyurethane is more durable than rubber, handles higher horsepower applications, and resists degradation from oil, coolant, and road contaminants - all while still absorbing enough vibration for comfortable street driving. The result is controlled torque transfer and proper driveshaft alignment that protects your drivetrain from premature wear.

This crossmember is the right choice for C2 Corvette owners upgrading from factory 4-speeds or adding a modern overdrive 5-speed to their build without resorting to custom fabrication.

What's Included

• Steel transmission crossmember
• Energy Suspension Hyper-Flex polyurethane transmission mount
• Mounting hardware
• Installation instructions

Key Features

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

Description

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

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

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

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

Kit Includes

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

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

Key Features

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

Description

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

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

Kit Includes

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

Key Features

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

Description

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

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

Kit Includes

• 17-tooth speedometer driven gear, white plastic

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

Key Features

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

Description

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

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

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

Kit Includes

• 18-tooth yellow speedometer driven gear

Key Features

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

Description

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

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

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

What's Included

• One 19-tooth speedometer driven gear (pink)

Key Features

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

Description

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

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

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

What's Included

• One 20-tooth driven speedometer gear (black)

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

What's Included

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

Key Features

• 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

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

Description

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

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

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

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

What's Included

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

Key Features

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

Product Overview

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

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

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

Kit Includes

• Reverse switch wiring harness with two-prong connector

Key Features

• 2" DOM seamless steel tubing - 15% stronger than OEM with superior straightness and concentricity
• 31-spline forged steel removable slip yoke - matches TREMEC TKO/TKX output shaft configuration
• 1310 U-joints - proven strength for street and performance applications
• High-speed balanced and painted black - ready for immediate installation
• Custom-built to your vehicle measurements - guaranteed fitment for '63-'67 Corvette tunnel
• Made in the USA using cutting-edge manufacturing technologies

Description

Swapping a TREMEC TKO or TKX five-speed into your C2 Corvette requires a driveshaft engineered specifically for the conversion. Factory shafts won't work - the TKO/TKX features a 31-spline output shaft that uses a larger Ford C6-style slip yoke, plus the transmission's overall length differs from the original Muncie or Powerglide it replaces. This steel driveshaft solves both problems with a custom-length assembly built to your vehicle's exact measurements.

The 2" diameter DOM (Drawn Over Mandrel) seamless steel tubing delivers 15% more strength than OEM construction while providing the tight dimensional tolerances that eliminate vibration at speed. Unlike standard electric-welded tubing, DOM construction has no weld seam to remove or align, resulting in superior initial balance and reduced manufacturing corrections. The seamless construction also eliminates weak points found in welded tubes, critical when transmitting power from modified small blocks and big blocks.

The removable 31-spline forged steel slip yoke simplifies transmission service - drop the driveshaft from the rear yoke and slide it out without removing the entire assembly. Paired with proven 1310 U-joints, this setup handles the torque output from TREMEC TKO and TKX transmissions while maintaining smooth operation. Each shaft is high-speed balanced and finished with durable black paint for corrosion resistance.

Application-specific engineering ensures proper driveline angles and length for 1963-1977 Chevrolet Corvettes running TREMEC five-speed conversions. MDL also offers custom side-shift TKX configurations for OEM-style fit in C2 applications. Made in the USA.

What's Included

• Complete steel driveshaft assembly with 2" DOM seamless tubing
• Forged steel 31-spline removable slip yoke
• 1310 U-joints
• High-speed balancing and black paint finish
• Driveshaft build sheet for measurement collection (submit to info@moderndriveline.com)

Key Features

• Custom-built for 1963-1977 Corvette TKO and TKX 5-speed conversions
• Removable 31-spline forged steel slip yoke - no need to drop the transmission for driveshaft removal
• 2" DOM seamless steel tube construction - 15% stronger than OEM
• 1330 series u-joints with 1.062" bearing caps and 3.625" cap-to-cap width
• High-speed balanced for vibration-free cruising at highway speeds
• Custom-built to your vehicle's exact measurements
• Made in the USA

Description

Swapping a TREMEC TKO or TKX 5-speed into your C2 Corvette creates a driveline length problem - this custom steel driveshaft solves it with proper fitment and the strength to handle modern transmission torque. Built specifically for '63-'67 Corvettes running TKO or TKX conversions, this shaft features a removable 31-spline slip yoke that allows you to pull the driveshaft without touching the transmission - a major advantage for service and maintenance work.

The tube itself is constructed from 2" DOM (Drawn Over Mandrel) seamless steel, which delivers 15% greater strength than OEM tubing. DOM tubing offers superior mechanical properties including increased hardness and tensile strength compared to standard welded tubing, plus tighter dimensional tolerances that make precision balancing easier to achieve. The result is a driveshaft that handles high torque loads while maintaining a smooth, vibration-free rotation.

Power transfers through 1330 series u-joints - a step up from the smaller 1310 joints found in many factory applications. The 1330 series uses 1.062" bearing caps and a 3.625" overall width, providing greater driveline angle capability and improved durability under hard launches and sustained high-RPM operation. Each driveshaft is professionally high-speed balanced and finished in black paint for a clean underbody appearance.

This is a custom-built driveshaft tailored to your specific vehicle measurements. Before ordering, complete the Driveshaft Build Sheet with your vehicle's exact dimensions and submit it to info@moderndriveline.com. Made in the USA.

What's Included

• Custom steel driveshaft assembly with 2" DOM seamless tubing
• Forged steel 31-spline removable slip yoke
• 1330 series u-joints (1.062" bearing caps)
• Professional high-speed balancing
• Black paint finish