MDL TREMEC GM TKX 5-Speed | 1968-1982 C3 Corvette | 2.87 First, 0.68 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 (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 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

C3 Corvette owners swapping from a factory four-speed face a frustrating tradeoff: modern five-speed performance usually means an awkward shifter location that doesn’t align with the original console cutout. MDL solved this problem with an exclusive modification that relocates the TKX shifter stub to the OE four-speed position — a solution not available through TREMEC.

This isn’t a bolt-on shifter or adapter plate. MDL carefully machines the transmission case and integrates new internal components to move the shift mechanism forward. The result is a close-ratio custom-made shifter that becomes an integral part of the transmission. Each unit is hand-prepared at MDL’s facility in Caldwell, Idaho to ensure quality and precision. Many hours of R&D went into developing this modification, and no upgraded TKX leaves unless it’s right.

The foundation is TREMEC’s proven TKX platform with 600 lb-ft torque capacity — ideal if you’re making over 400 horsepower and need an upgrade from your four-speed. All gears and shafts are made from special-grade ASTM 4615 steel for the increased demands of modern engines. The three-piece ribbed aluminum housing provides outstanding structural stiffness while the end-loaded design keeps the compact case within the C3’s tight tunnel. Tapered roller bearings on input, output, and countershafts improve performance and reduce noise, while caged needle bearings on the mainshaft optimize durability. The single-piece countershaft provides increased torque carrying capacity, and the rear mainshaft support bushing is moved closer to the gearbox for better support.

This TKX uses the GM TKO bolt pattern with a 7.2-inch input shaft, 0.590-inch pilot tip, and 1.375-inch OD throwout bearing guide tube. Short input shaft options allow it to bolt to GM close-pattern three or four-speed bellhousings. Built-in electronics include an OSS two-wire analog speedometer sensor, reverse light switch on the left side, and cruise control safety switch on the right. Fluid capacity is 2.7 quarts using TREMEC HP-MTF, GM Synchromesh, Amsoil ATF, Mobil 1 Synthetic ATF, or Dexron III. All mating surfaces are sealed with gaskets for leak-free operation.

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 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

MDL TREMEC GM TKX Road Race 5-Speed | 1968-1982 C3 Corvette | 2.87 First, 0.81 OD | 2” Left Side Shift Rear, .Straight Up with a slant Backward

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 straight up with a slant backward 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 C3 Corvette's original shifter position creates a challenge that standard TKX transmissions cannot solve. While TREMEC designed the TKX case specifically for tight tunnel confines, the Corvette demands more. MDL's exclusive modifications relocate the shifter stub to the original equipment position through careful machining, updating, and integration of new precision components. This is not a bolt-on shifter - it is a completely rebuilt transmission with the shifter mechanism as an integral part of the assembly. This modification is not available through TREMEC; every unit is hand-prepared at MDL's facility to ensure quality and precision.

The foundation is TREMEC's close-ratio TKX rated at 600 lb-ft of torque with 8,000 RPM shifting capability - ideal for high-revving builds over 400 horsepower looking to step up from a four-speed. The 2.87 first gear paired with a 0.81 overdrive fifth delivers the gear spacing road racers need. All gears and shafts are manufactured from special grade ASTM 4615 steel for the increased demands of modern engines, while sintered carbon/bronze hybrid triple-cone synchronizers with a non-leading tooth profile provide crisp, reliable shifts at high RPM. The internal three-rail shift system with steel shift forks handles aggressive shifting without complaint.

The robust drivetrain features a 26-spline input shaft paired with a 31-spline output shaft for added strength. Tapered roller bearings on input, output, and countershafts reduce noise and improve performance, while caged needle bearings support the main shaft. The single-piece countershaft provides increased torque carrying capacity. A rear main shaft support bushing has been repositioned from the tail housing closer to the gearbox for better support under load.

The transmission utilizes the GM TKO bolt pattern with a 7.2-inch input shaft length, compatible with GM close-pattern three and four-speed bellhousings. GM 0.590-inch pilot tip and 1.375-inch OD throwout bearing guide tube. Factory-installed features include the OSS two-wire analog speedometer sensor, reverse light switch on the left side, and cruise control safety switch provision on the right side. All mating surfaces are sealed with gaskets. Fluid capacity is 2.7 quarts; recommended fluids include TREMEC HP-MTF, Amsoil ATF, GM Synchromesh, Mobil 1 Synthetic ATF, or Dexron III. Made in the USA.

Kit Includes

• 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, straight up with a slant backward 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 | 1968-1982 C3 Corvette | 3.27 First, 0.72 OD | 2” Left Side Shift Rear, Straight Up with a slight rear slant backward Offset

Key Features

• MDL hand-machined shifter relocation moves the shifter stub to OE Corvette position - not available from TREMEC
• 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 with a slight rear slant backward Offset stub - precise shifter placement without compromise
• Shifter Stub Location: 3” left of center line, 19.52” back from the bellhousing face
• MDL Exclusive - not available through TREMEC

Description

Converting your '68-'82 C3 Corvette to a modern 5-speed has one persistent problem: shifter location. The stock TKX puts the shifter in the wrong spot for the Corvette console, forcing you into awkward workarounds or console modifications. This MDL-modified TREMEC TKX solves that problem by hand-machining and integrating new components to relocate the shifter stub to the factory Corvette position. This is a true internal modification - not just a bolt-on adapter - and it is not available through TREMEC or anywhere else.

The foundation is TREMEC's latest 5-speed, rated for 600 lb-ft of torque and capable of engine speeds to 8,000 RPM with shifts at 7,500 RPM. That means your big-block or built small-block C3 gets a transmission that can actually handle the power. The wide-ratio gear set (3.27 first gear, 0.72 overdrive) provides strong acceleration off the line and relaxed highway cruising - ideal for a Corvette that sees both backroads and interstates. Sintered carbon/bronze hybrid triple-cone synchronizers with a non-leading tooth profile deliver smooth, precise shifts even under hard acceleration.

The TKX's slim three-piece aluminum case fits the C3 tunnel without cutting, and the GM TKO bolt pattern with 7.2-inch input shaft length lets you use GM close-pattern 3-4 speed bellhousings. Built-in electronics include a two-wire OSS analog speedometer sensor, reverse light switch on the left side, and cruise control safety switch on the right. The internal 3-rail shift system with steel shift forks provides the durability and precision you expect from TREMEC, while tapered roller bearings on the input, output, and countershafts reduce noise and improve longevity. All gears and shafts are ASTM 4615 special-grade steel for increased torque capacity, and the single-piece countershaft adds strength over earlier designs.

Every MDL-modified TKX is hand-prepared at our Caldwell, Idaho facility and inspected before shipping. Fluid capacity is 2.7 quarts; TREMEC recommends HP-MTF, Dexron III, GM Synchromesh, Mobil 1 Synthetic ATF, or Amsoil ATF. Fits 1968-1982 C3 Chevrolet Corvette. Made in the USA.

Kit Includes

• 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 with a slight rear slant backward 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

Key Features

• Designed exclusively for hydraulic release/throwout bearings - no fork pivot or mechanical linkage provisions
• Fits Chevy LS (Gen III/IV), Gen-V LT (2013+), Small Block, and Big Block engines
• Connects to TREMEC TKO, TKX, Muncie, Saginaw, Borg Warner T10, and most GM-pattern 4-speeds
• Lightweight cast aluminum construction mirrors OE bellhousing design
• 4.684-inch transmission bore diameter with 6.45-inch depth
• 11-inch maximum clutch diameter - compatible with 168-tooth flywheels
• Non-SFI rated - ideal for street builds under 500hp where SFI certification is not required
• Grade 8/10.9 hardware included for both engine and transmission mounting
• No adapters required - direct bolt-on to all compatible engines and transmissions
• Works with OE starters, flywheels, and accessories
• Made in the USA

Description

When you're running a hydraulic release bearing and don't need the weight or expense of an SFI-rated steel bellhousing, this Lakewood aluminum unit delivers the clean, adapter-free connection your Chevy drivetrain deserves. Designed specifically for hydraulic throwout bearings, this bellhousing eliminates the fork pivot and mechanical linkage provisions found on dual-purpose bells - giving you a cleaner package optimized for modern hydraulic clutch actuation.

The cast aluminum construction matches OE bellhousing geometry with a 4.684-inch transmission bore diameter and 6.45-inch depth, ensuring proper clutch release geometry and starter clearance. The 2.125 x 3.30-inch fork opening accommodates hydraulic slave cylinder installations while the included grommet seals off the hydraulic line passage from road debris. Maximum recommended clutch diameter is 11 inches with near-stock style pressure plates for proper clearance.

Compatibility spans the full range of GM V8 powerplants: Chevy LS (Gen III/IV), Gen-V LT (2013 and newer), Small Block, and Big Block engines all bolt up directly. On the transmission side, the standard GM bolt pattern accepts TREMEC TKO-500, TKO-600, TKX, Muncie, Saginaw, Borg Warner T10, and most 4-speed transmissions. Note: Early LT-series engines prior to Generation 5 (pre-2013) are not compatible.

For street cruising applications under 500hp, aluminum bellhousings provide adequate strength while saving weight. If you're racing or pushing beyond 500hp, consider upgrading to an SFI-rated steel bellhousing for added safety. Match your starter tooth count (153 or 168) to your flywheel for proper engagement. Made in the USA with Grade 8/10.9 hardware included for both engine and transmission attachment.

Kit Includes

• Lakewood cast aluminum bellhousing (hydraulic release configuration)
• Stamped steel dust cover
• Hydraulic line grommet
• Grade 8/10.9 engine mounting hardware
• Grade 8/10.9 transmission mounting hardware
• Lifetime tech support: 208-453-9800

Key Features

• SFI 6.1 certified - required by most sanctioning bodies for cars running 11.49 or faster in the quarter mile
• Connects GM LS engines to transmissions using the GM Muncie bolt pattern: TKO-500, TKO-600, TKX, Muncie, Saginaw, Borg Warner T10, Jerico, and T5
• Also compatible with late-model LT1 and LT4 engines
• Spun cone construction - not rolled or stamped - delivers exceptional dimensional stability
• High-grade steel work-hardens to over 80,000 PSI strength
• More than twice the strength of other steel bellhousings on the market
• Accommodates 153-tooth or 168-tooth flywheels with up to 11-inch clutch
• 4.688-inch transmission bore diameter with 6.0-inch bellhousing height
• Compatible with mechanical (standard left-hand fork) or hydraulic clutch release systems
• Patent covers 16 points of bellhousing design and manufacturing process
• Uses OE-style starter location
• 100% manufactured in the USA

Description

When you need bulletproof reliability between your LS engine and GM transmission, this QuickTime steel bellhousing delivers the strength and precision that inferior stamped housings simply cannot match. QuickTime's proprietary spun cone construction - not rolled or stamped like lesser bellhousings - creates a housing that maintains exceptional dimensional stability and accuracy under extreme loads. This keeps your engine and transmission in perfect alignment through the entire RPM range, eliminating accelerated drivetrain wear caused by bellhousing flex.

Built from high-grade steel that work-hardens to over 80,000 PSI, this bellhousing delivers more than twice the strength of any other steel bellhousing on the market. The patented design features 16 patented elements covering critical aspects of bellhousing engineering. SFI 6.1 certification meets the strict safety requirements for drag racing and circle track competition - mandatory for cars running 11.49 or faster in the quarter mile.

This bellhousing connects GM LS engines to transmissions utilizing the GM Muncie bolt pattern, including TREMEC TKO-500, TKO-600, TKX, Muncie, Saginaw, Borg Warner T10, Jerico, and T5 transmissions. It also works with late-model LT1 and LT4 engines. The versatile design handles both mechanical (standard left-hand fork) and hydraulic clutch systems. Sized to accommodate 153-tooth or 168-tooth flywheels with clutches up to 11 inches in diameter.

This is a universal-fit bellhousing - not vehicle-specific - making it ideal for custom builds, engine swaps, and race applications. Proudly manufactured 100% in the United States with QuickTime's industry-leading quality standards.

What's Included

• QuickTime RM-6036 steel bellhousing with spun cone construction
• Full engine block plate
• Pivot ball
• Grade 8 mounting hardware
• SFI 6.1 certification

Note: Transmission mounting bolts and throwout bearing not included. Uses stock shifter fork.

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

Key Features

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

Description

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

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

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

What's Included

• Stamped steel bellhousing cover plate
• Mounting hardware

Install Hardware Kit | LS and Late Model LT1/LT4 Engine to TKX | Aluminum Bellhousing

Key Features

• Complete bolt set for LS and late model LS-based LT1/LT4 engines with aluminum bellhousing to TKX
• Includes both bellhousing-to-engine and transmission-to-bellhousing fasteners
• Eliminates parts-counter guesswork with application-specific hardware
• Designed specifically for aluminum bellhousing installations
• Note: For early LT engines, use HWkit-TKX Chevy AL instead

Description

Bolting a TREMEC TKX to an LS or late model LS-based LT1/LT4 engine with an aluminum bellhousing requires specific hardware that the factory never intended to supply. This MDL install hardware kit provides the correct fasteners for both the bellhousing-to-engine block and transmission-to-bellhousing connections, eliminating trips to the hardware store and the headache of sourcing individual bolts with the right thread pitch and length.

The TKX uses a GM-style bolt pattern that shares commonality with classic small-block Chevys, but aluminum bellhousings demand specific bolt lengths to properly engage the softer material without bottoming out or stripping threads. This kit is matched to the dimensional requirements of LS-series (Gen III/IV) and late model LS-based LT1/LT4 (Gen V) engines when paired with aftermarket aluminum bellhousings.

Important: This hardware kit is designed specifically for late model LS-based LT1/LT4 engines. If you're running an early LT engine (1992-1997 LT1/LT4), you'll need the HWkit-TKX Chevy AL kit instead. The bolt patterns are similar but the hardware specifications differ between generations.

Whether you're building a resto-mod with an LS swap or adding a TKX to a late-model Corvette or Camaro powerplant, this kit ensures you have the right fasteners from the start. One less variable to troubleshoot during your transmission installation.

What's Included

• Bellhousing-to-engine block bolts for LS/late model LT1/LT4
• Transmission-to-bellhousing bolts for TKX
• Required washers for proper load distribution

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

• 24-pound lightweight billet steel construction - precision-machined from solid billet for strength without excess rotating mass
• Dual pressure plate mounting patterns - accepts both 12-5/8" clutches with dowel pins and 10mm bolts, plus 12-5/8" pattern with 3/8" shouldered bolts
• 168-tooth ring gear for reliable starter engagement
• 2.485" crank registration size for precise centering on 6-bolt LS cranks
• Zero (neutral) balance for internally balanced LS applications
• 11mm x 1.5mm crank bolt pattern
• Compatible with 11" single-disc clutch assemblies
• Made in the USA

Description

When your LS swap demands a flywheel that delivers billet steel strength with reduced rotating mass, this lightweight flywheel solves the problem. Precision-machined from a solid piece of billet steel and lightened to just 24 pounds, it matches OE cast flywheel weight while providing superior strength and durability over factory cast units. The lightened design reduces rotational inertia for improved throttle response and quicker acceleration without sacrificing the smooth engagement characteristics needed for street driving.

The dual pressure plate mounting pattern design eliminates compatibility guesswork. It accepts both the LS-style 11" clutches using dowel pins with 10mm pressure plate bolts, as well as GM 11" clutches using shouldered 3/8" pressure plate bolts. The 2.485" crank registration ensures perfect centering on LS1, LS2, LS3, LS6, and LS7 engines equipped with 6-bolt crankshafts. Zero balance construction makes it the correct choice for these internally balanced LS applications.

CNC-machined in the USA from solid billet steel, each flywheel undergoes precision finishing for optimal surface quality and dimensional accuracy. The 168-tooth ring gear provides reliable starter engagement with standard LS starters. Whether you're completing a classic car LS swap or upgrading a late-model manual transmission vehicle, this flywheel delivers the billet steel strength you need at a weight that won't bog down your build.

What's Included

• Lightweight billet steel flywheel (24 lbs)
• 168-tooth ring gear (pre-installed)
• Dual pressure plate bolt patterns (12-5/8" with dowels/10mm bolts and 12-5/8" with 3/8" bolts)
• 2.485" crank registration bore
• Zero balance configuration

Note: Flywheel bolts sold separately. It is never recommended to reuse flywheel bolts when installing a new or used flywheel.

Key Features

• 24 lb lightened billet steel construction - reduces rotational mass for improved throttle response while retaining steel's durability
• Dual clutch bolt pattern - accepts both 11" (with EQ pins) and 12-5/8" pressure plates for maximum clutch selection flexibility
• Zero balance configuration - matches internally balanced GM LSA, LSX, and Gen V LT engines
• 168-tooth ring gear - ensures reliable starter engagement
• 8-bolt crankshaft mounting with 11mm x 1.5mm bolt holes
• Pressure plate bolt threads: 3/8" and 10mm for broad compatibility
• Made in the USA

Description

This lightened billet steel flywheel bridges the gap between heavy OEM dual-mass units and ultra-light aluminum flywheels that can sacrifice low-speed drivability. At 24 lbs, it sheds significant rotational mass compared to stock castings, delivering noticeably quicker throttle response and faster revs without the chatter or aggressive engagement characteristics common to featherweight aluminum designs. Steel's inherent density provides better harmonic dampening than aluminum, helping absorb the vibrations common in high-output LS and LT builds while smoothing out drivetrain noise.

Machined from billet steel rather than cast, this flywheel offers superior strength and consistency over traditional OEM-style castings. The CNC-machined friction surface provides a flat, true mating surface for consistent clutch engagement. Whether you're building a street/strip LSA, an LSX crate engine swap, or a Gen V LT1/LT4 project, the robust construction handles the torque without concern.

The dual bolt pattern design accommodates both 11" pressure plates (with equalizer pins) and 12-5/8" pressure plates, giving you flexibility to run anything from a mild street clutch to an aggressive multi-disc setup. With both 3/8" and 10mm pressure plate bolt threads, compatibility extends across most popular GM and aftermarket clutch kits. The zero-balance configuration matches the internal balance of LSA, LSX, and Gen V LT engines - no external weights required.

Designed for GM's modern performance V8s including LSA supercharged applications, LSX crate motors, and Gen V LT1/LT4 engines with 8-bolt crankshafts. Compatible with both hydraulic and mechanical clutch release systems. Made in the USA with precision CNC machining for reliable performance across street, strip, and road course duty.

What's Included

• Lightened billet steel flywheel (24 lbs)
• 168-tooth ring gear (installed)
• Dual clutch bolt pattern (11" EQ pins and 12-5/8")

Key Features

• Lightened billet steel construction - 24 lbs for quicker throttle response while retaining rotational inertia for solid launches
• Dual clutch pattern compatibility - accepts both LS pressure plate and 12-5/8" pressure plates for maximum clutch flexibility
• LS9-specific 9-bolt crankshaft flange mounting - direct fit for GM's supercharged 6.2L engines
• Zero balance design - precision balanced for smooth, vibration-free operation
• 168-tooth integrated ring gear - reliable starter engagement
• Single-disc configuration - compatible with 11" clutch disc diameter
• 11mm x 1.5mm flywheel bolt pattern - uses standard LS9 hardware
• Made in the USA

Description

GM's supercharged LS9 features a unique 9-bolt crankshaft flange that demands a purpose-built flywheel. This lightened billet steel flywheel delivers the strength required for high-torque supercharged applications while shedding unnecessary mass for improved throttle response. At 24 pounds, it strikes the right balance between quick engine acceleration and the rotational inertia needed for consistent power delivery off the line.

Billet steel construction provides superior strength over cast alternatives, handling the increased forces generated by forced-induction engines without the stress points and potential cracking found in lesser materials. The precision-machined clutch surface ensures flat, true contact with your pressure plate for consistent engagement and extended clutch life.

The dual clutch pattern accommodates both 11" and 12-5/8" pressure plate configurations, giving you flexibility for your current clutch setup and future upgrades. Whether you're running an OE-style 11" pressure plate with equidistant pins or stepping up to a larger 12-5/8" unit, this flywheel has you covered. The zero balance design matches the LS9's internally balanced rotating assembly for smooth operation throughout the RPM range.

Direct fit for 2009-2013 Corvette ZR1 applications and LS9 crate engine builds. The integrated 168-tooth ring gear ensures reliable starter engagement. Proudly made in the USA with lifetime technical support from MDL.

What's Included

• Lightened billet steel flywheel - 24 lbs, zero balance
• 168-tooth integrated ring gear
• Precision-machined clutch surface for 11" disc
• 9-bolt crankshaft mounting pattern (11mm x 1.5mm)
• Dual pressure plate bolt pattern (11" EQ pins and 12-5/8" EQ)
• Lifetime technical support

Key Features

• M11 x 1.5 thread pitch — OEM specification for all GM LS crankshaft applications
• Hex head design for positive wrench engagement during installation and removal
• Complete set of 6 bolts for full flywheel mounting
• Direct fit for LS1, LS2, LS3, LS6, LS7, and L92 series engines
• Follow GM three-stage torque procedure: 15 ft-lbs > 37 ft-lbs > 74 ft-lbs for proper bolt loading

Description

The flywheel-to-crankshaft connection is one of the most critical fastener applications in your drivetrain. LS engines — with their cross-plane crankshaft design — generate significant vibrations and torque pulses that place heavy demands on flywheel hardware. Using the correct fasteners with proper torque specs prevents bolts from backing out, which can destroy the clutch assembly, rod bearings, and transmission bearings.

This hex head flywheel bolt kit is built to M11 x 1.5 specification for direct compatibility with GM Gen III and Gen IV LS crankshafts. The hex head design provides reliable wrench engagement, reducing the risk of rounded fasteners during high-torque installation. These bolts deliver the clamping force your LS engine demands whether you're completing an LS swap, a rebuild, or replacing worn factory hardware.

Compatible with LS1, LS2, LS3, LS6, LS7, and L92 series engines. Always use new flywheel bolts when installing a flywheel — reusing stretched or fatigued hardware on this critical connection invites failure. Follow GM's recommended three-stage torque sequence: first pass at 15 ft-lbs, second pass at 37 ft-lbs, and final torque at 74 ft-lbs in a star pattern for even clamping.

What's Included

• 6 hex head flywheel bolts (M11 x 1.5 thread pitch)
• Manufacturer's warranty against defects

GM LS Flywheel Bolt Kit | LS1, LS2, LS3, LS6, LS7, L92 Engines | Set of 8

Key Features

• Complete 8-bolt set for GM LS-series and L92 engines
• M11 x 1.5 thread pitch - OEM specification for LS crankshafts
• Hex head design for standard socket tools
• Direct replacement for worn, damaged, or missing factory hardware
• Engineered for proper clamping force and vibration resistance

Description

Loose or worn flywheel bolts are a ticking time bomb in any LS build. When flywheel hardware backs out, the resulting damage cascades through the drivetrain - destroying clutch assemblies, damaging rod bearings, and taking out transmission bearings. This flywheel bolt kit delivers the OEM-spec hardware your LS engine demands for secure flywheel mounting.

Each bolt features an M11 x 1.5 thread pitch matched to GM LS crankshaft specifications. The hex head design works with standard sockets for straightforward installation - no specialty tools required. LS engines are notorious for the significant vibration generated by their cross-plane crankshafts, and with displacements reaching 7.0 liters in some variants, proper flywheel mounting hardware is critical to drivetrain longevity.

Compatible with LS1, LS2, LS3, LS6, LS7, and L92 Series engines. Follow the GM-recommended three-pass torque sequence: 15 lb-ft on the first pass, 37 lb-ft on the second pass, and 74 lb-ft final torque. This staged approach ensures even compression across the flywheel face. GM recommends applying blue thread locker to each bolt when using this torque pattern to prevent loosening under the extreme rotational forces these bolts endure.

Kit Includes

• (8) Flywheel bolts with hex heads
• M11 x 1.5 thread pitch specification
• Manufacturer's warranty against defects

Flywheel Bolt Kit | GM LS9 9-Bolt Crankshaft | Set of 9

Key Features

• Complete nine-bolt set specifically designed for LS9 crankshaft flange pattern
• M11-1.5 x 23.5mm thread specification matching OEM dimensions
• Torque sequence: 15 lb-ft > 37 lb-ft > 74 lb-ft (three-pass)
• Eliminates sourcing hassle for the LS9's unique 9-bolt configuration
• Backed by manufacturer's warranty against defects

Description

The LS9's supercharged 6.2L V8 didn't just get more horsepower than its LS siblings--it got a completely different flywheel bolt pattern. While standard LS engines use a 6-bolt crankshaft flange and newer LSA/LT variants moved to 8 bolts, the LS9 stands alone with its 9-bolt configuration. This kit delivers all nine bolts you need to properly secure your flywheel to that unique crankshaft flange.

Each bolt features M11-1.5 threading with 23.5mm length, matching GM's factory specifications exactly. Proper installation requires a three-pass torque sequence: first tighten all bolts to 15 lb-ft, then 37 lb-ft, and finally 74 lb-ft in a crisscross pattern. This graduated approach ensures even clamping force distribution across the flywheel face, preventing the distortion and bolt loosening that plague improperly torqued assemblies. Incorrect flywheel bolt torque on high-output LS engines can cause bolts to back out, destroying the clutch assembly and eventually damaging rod bearings and transmission components.

Whether you're building a Corvette ZR1 restoration, dropping an LS9 crate engine into a swap project, or refreshing an existing clutch setup, this complete nine-piece kit ensures you have the correct hardware on hand. No more hunting for individual bolts or questioning whether you have the right count for that distinctive 9-bolt pattern.

What's Included

• Nine M11-1.5 x 23.5mm flywheel bolts
• Manufacturer's warranty against defects

Key Features

• 8740 chromoly steel construction - aerospace-grade alloy forged for maximum strength
• Pro Series 200,000 psi tensile strength rating - far superior to OEM hardware
• 12-point head design with 1/2-inch socket compatibility - superior grip and reduced rounding risk
• 0.880-inch under-head length (UHL) - optimized for LS Series crankshaft specifications
• M11 x 1.50 thread pitch - direct OEM fitment for all LS applications
• Black oxide finish - corrosion resistance with clean appearance
• Heat-treated before thread rolling - increased fatigue resistance and dimensional accuracy
• Larger-than-stock shank diameter - improved flywheel register and clamping force
• Complete 6-bolt set - everything needed for one LS engine

Description

Factory flywheel bolts are a weak link in high-performance LS builds. OEM hardware simply is not engineered to handle the stress of aggressive clutch dumps, high-RPM shifts, or sustained track use. ARP's Pro Series Flywheel Bolt Kit delivers the strength upgrade serious LS builders demand, replacing marginal factory fasteners with aerospace-grade hardware rated at 200,000 psi tensile strength.

Each bolt is forged from 8740 chromoly steel - a nickel-chromium-molybdenum alloy prized for its exceptional balance of tensile strength, toughness, and fatigue resistance. ARP heat-treats the material before thread rolling and machining, a critical sequence that maximizes thread integrity and dimensional accuracy. The exclusive flat 12-point head design accepts a standard 1/2-inch socket and provides superior engagement compared to hex heads, reducing the risk of rounding under high torque loads.

The larger-than-stock shank diameter does more than just add strength - it improves flywheel register by filling more of the mounting hole, reducing the chance of flywheel movement under load. The 0.880-inch under-head length is engineered specifically for LS Series crankshafts, ensuring proper thread engagement without bottoming out. Black oxide finish provides corrosion protection while maintaining the professional appearance serious builders expect.

Compatible with LS1, LS2, LS3, LS6, LS7, and L92 series engines. Complete 6-bolt set includes everything needed to secure your flywheel with confidence.

Kit Includes

• Six (6) 8740 chromoly flywheel bolts with black oxide finish
• Manufacturer's warranty against defects
• MDL lifetime technical support

Manual Clutch Pedal Conversion Kit | 1968-1982 Corvette C3

Key Features

• Complete swing-mounted clutch pedal assembly for all 1968-1982 C3 Corvettes
• Solves the most challenging part of any automatic-to-manual transmission conversion
• Includes clutch cross shaft (Z-bar) with pivots, bushings, and mounting hardware
• Factory-style clutch fork and linkage rods with adjusters and clips
• Eliminates junkyard hunting for worn or mismatched 50-year-old pedal components
• Compatible with small-block and big-block applications

Description

Converting your C3 Corvette from automatic to manual transmission? The clutch pedal assembly is often the most difficult and time-consuming part of the swap. Accessing the under-dash area in a C3 is notoriously tight, and sourcing complete, matching pedal components from donor cars typically means dealing with worn bushings, rusted parts, and mismatched pieces from different model years. This complete manual clutch pedal conversion kit eliminates that frustration by providing everything you need in one package.

The kit centers on a swing-mounted clutch pedal assembly that bolts into the factory pedal bracket location. The included Z-bar (clutch cross shaft) mounts to the frame with the provided pivots and hardware, delivering proper clutch throw geometry for smooth, consistent pedal feel. Factory-style linkage rods with adjusters allow you to dial in the correct free play and engagement point for your specific clutch setup.

This changeover kit covers all 1968-1982 C3 Corvettes - coupes, convertibles, Stingrays, and special editions alike. It provides the essential pedal and linkage components for the conversion but does not include the transmission, bellhousing, clutch assembly, or console shift plate. That flexibility lets you choose your preferred drivetrain setup, whether you're restoring to a factory Muncie 4-speed or upgrading to a modern TREMEC overdrive transmission. This is not an in-stock item - please call 208-453-9800 for availability.

What's Included

• Manual clutch pedal assembly with mounting bracket
• Clutch cross shaft (Z-bar) with pivots and mounting hardware
• Clutch fork
• Push/pull linkage rods with adjusters
• Bushings and hardware pack
• Mounting clips and fasteners

Key Features

• Steel-backed organic facings deliver smooth engagement with enhanced burst strength for street performance
• Diaphragm pressure plate with LS bolt pattern for hydraulic actuation
• 26-spline x 1-1/8" sprung hub matches T56 Magnum and Magnum-F input shaft specifications
• 350 ft-lb torque rating sized for performance street applications
• Hand-assembled in-house with double-checked accuracy for ready-to-install quality
• 1-year free-from-defect warranty
• Made in the USA by MDL

Description

Finding the right clutch for a GM LS to T56 swap shouldn't mean compromising on quality or pedal feel. This Superior Series clutch set delivers exactly what a street performance build demands: reliable holding power, smooth engagement, and the correct spline count to mate your LS engine to a T56 Magnum or Magnum-F transmission without adapter headaches.

The steel-backed organic design strikes the ideal balance between daily drivability and durability. Steel backing increases clamping force and provides superior burst strength compared to standard organic discs, while the organic friction material ensures civilized takeoffs and excellent pedal modulation. The diaphragm pressure plate features the correct LS bolt pattern and is configured for hydraulic release systems, eliminating the fitment problems common with mechanical linkage conversions.

Every MDL Superior clutch is hand-assembled in-house to ensure quality and flawless operation. Each unit is checked and double-checked for proper balance, precise tolerances, and reliable function before it ships. This process guarantees a ready-to-install component right out of the box. Note that a throwout bearing is not included with this kit and must be purchased separately based on your specific bellhousing and slave cylinder configuration.

Compatible with GM LS engines paired to T56 Magnum and Magnum-F transmissions using the 26-spline input shaft. Made in the USA and backed by MDL's 1-year free-from-defect warranty and lifetime technical support.

What's Included

• Diaphragm pressure plate with LS bolt pattern
• 11" clutch disc with steel-backed organic facings and 26-spline x 1-1/8" sprung hub
• Pilot bearing
• Clutch alignment tool
• Pressure plate bolts (3/8")
• Installation and break-in instructions
• Lifetime technical support from MDL

Key Features

• Dual-friction disc: Kevlar facing on flywheel side, steel-backed organic facing on pressure plate side
• 26-spline x 1-1/8" hub for GM LS engines mated to T56 or T56 Magnum transmissions
• Diaphragm-style pressure plate designed for hydraulic actuation
• Sprung hub disc for smooth engagement and reduced drivetrain shock
• Hand-built Superior clutch disc manufactured in-house with double-checked tolerances
• 500 lb-ft torque capacity—Performance Street Plus rated
• Made in the USA with 1-year defect-free warranty and lifetime tech support

Description

Extracting maximum performance from a high-torque LS engine requires a clutch that bridges the gap between aggressive track bite and civilized street manners. This dual-friction Superior clutch disc solves that challenge by pairing Kevlar on the flywheel side with a steel-backed organic facing on the pressure plate side. The result is a clutch that hooks hard under load yet remains smooth and predictable in stop-and-go traffic.

Why the hybrid configuration? Kevlar's coefficient of friction actually increases with temperature—meaning torque capacity goes up, not down, under hard use. It also resists burning and delivers exceptional longevity. Meanwhile, the steel-backed organic side provides the smooth modulation and forgiving engagement drivers expect on the street. This combination delivers more grip than a pure organic disc while maintaining better driveability than an all-Kevlar setup—the sweet spot for street performance and weekend track duty.

Every Superior clutch disc is hand-built in MDL's Caldwell, Idaho facility. Each disc goes through rigorous quality control—checked and double-checked for tolerances—before it ships. The 11" diaphragm pressure plate provides high clamping force without excessive pedal effort, and the sprung hub dampens engagement shock for chatter-free operation. Rated at 500 lb-ft, this kit is sized right for naturally aspirated and moderately boosted LS builds.

Fits GM LS engines paired with T56 or T56 Magnum transmissions using a 26-spline, 1-1/8" input shaft. Designed exclusively for hydraulic clutch actuation systems. Note: No throwout bearing or pilot bearing included—order separately based on your bellhousing and crankshaft configuration. Made in the USA with MDL's 1-year defect-free warranty and lifetime technical support.

What's Included

• 11" diaphragm pressure plate (LS bolt pattern)
• Superior clutch disc with Kevlar/steel-backed organic dual-friction facings
• Sprung hub design (26-spline x 1-1/8")
• 3/8" pressure plate bolts
• Clutch alignment tool
• Lifetime technical support

Note: No throwout bearing or pilot bearing included with this kit.

Superior 11" Kevlar Clutch Set | GM LS | 26-Spline T56/TKX

Key Features

• 550 lb-ft torque capacity for high-performance LS builds
• Kevlar/Kevlar friction surfaces deliver smooth engagement with superior heat tolerance
• 26-spline x 1-1/8" hub fits T56, Magnum, TR-6060, TKO and TKX transmissions
• Sprung hub design dampens drivetrain shock for improved drivability
• Diaphragm pressure plate with 12-5/8" equal bolt pattern
• Hand-assembled in-house with rigorous quality inspection before shipping
• Engineered for performance street driving and open track applications
• Made in the USA

Description

High-performance LS builds demand clutch systems that can handle serious power while maintaining streetability. The MDL Superior 11" Kevlar clutch set delivers exactly that balance—rated at 550 lb-ft of torque capacity with dual Kevlar friction surfaces that actually increase grip under hard use rather than fading like organic compounds. When heat builds during aggressive driving, Kevlar's coefficient of friction rises, giving you more holding power precisely when you need it most.

Unlike organic materials that lose torque capacity at elevated temperatures and can burn when slipped excessively, Kevlar resists wear significantly better and won't sustain permanent heat damage under demanding conditions. The sprung hub design absorbs drivetrain shock loads, delivering smooth engagement without the chatter common to solid-hub racing clutches. This combination makes the Superior series ideal for vehicles that split time between spirited street driving and open track days.

The diaphragm-style pressure plate provides progressive pedal feel with clamping force that actually increases over the life of the clutch—delivering lower pedal effort than Long-style pressure plates while maintaining consistent performance. The 12-5/8" equal bolt pattern matches standard GM LS flywheel configurations, and the 26-spline x 1-1/8" hub provides direct compatibility with T56 and T5 transmissions.

Every Superior clutch set is hand-assembled in MDL's facility, where each assembly undergoes rigorous inspection to ensure exacting tolerances and flawless operation before it ships. You receive a ready-to-install, precision-balanced clutch set backed by a 1-year free-from-defect warranty.

What's Included

• Diaphragm pressure plate with 12-5/8" equal bolt pattern
• 11" Kevlar/Kevlar clutch disc with 26-spline x 1-1/8" sprung hub
• Pilot bearing
• Clutch alignment tool
• Pressure plate bolt set
• 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 reduces rotating mass and increases heat capacity over single-disc clutches
• Precision-machined aluminum clutch cover derived from Tilton's OT-Series racing clutch technology
• Double-thickness floater plate eliminates gear chatter and provides superior heat dissipation
• Billet chromoly flywheel with 153-tooth ring gear and precision clutch register for optimal balance [VERIFY: custom field shows 157-tooth]
• 26-spline, 1-1/8-inch input compatible with TREMEC T-56 Magnum and TKO transmissions
• Heavy-duty straps attach pressure plate and floater to minimize noise and ensure clean release
• Compatible with most OEM release bearings (C6 Corvette applications require Tilton 6000-Series HRB)
• Made in the USA by Tilton Engineering

Description

High-horsepower LS builds demand a clutch that won't slip, chatter, or fail under load. The Tilton ST-246 twin-disc clutch and flywheel assembly delivers 850 lb-ft of holding power while maintaining the smooth engagement characteristics you need for daily street duty. Unlike the stamped steel "performance" clutches flooding the market, the ST-246 was engineered from the ground up as a true twin-disc clutch—not an OEM pressure plate with a floater bolted on as an afterthought.

The precision-machined aluminum clutch cover shares technology directly from Tilton's championship-winning OT-Series racing clutches used in F1, NASCAR, IMSA, IndyCar, and Formula Drift. This design delivers superior strength, stiffness, and dynamic balance compared to stamped steel alternatives. The high-mass main pressure plate and floater plate are machined from proprietary materials used in Tilton's racing clutches, providing exceptional heat capacity and warpage resistance. The floater plate is twice the thickness of most competitor twin-disc clutches—this extra mass allows for the sprung hub design while eliminating gear chatter and improving heat dissipation during hard use.

The sprung-hub organic discs dampen engine vibrations and reduce transmission noise, delivering engagement characteristics you can live with in traffic. The included billet chromoly flywheel features a precision register that locates the clutch for optimal balance—a significant improvement over the loose-fitting bolts and dowels found on stamped steel clutch assemblies. Internal balance matches LS1, LS2, LS3, LS6, and LS7 engines with 6-bolt crankshaft flanges.

This kit works with most OEM hydraulic release bearings. C6 Corvette and Gen5 Camaro applications require a Tilton 6000-Series hydraulic release bearing (sold separately for this kit). Pilot bearing and throwout bearing are not included. Designed for TREMEC T-56 Magnum and TKO transmissions with 26-spline, 1-1/8-inch input shafts.

What's Included

• Billet chromoly steel flywheel with 153-tooth ring gear, internally balanced [VERIFY: custom field shows 157-tooth]
• Precision-machined aluminum clutch cover with OT-Series racing technology
• High-mass main pressure plate with heavy-duty attachment straps
• Double-thickness steel floater plate with heavy-duty attachment straps
• Two 246mm organic clutch discs with sprung hubs (26-spline, 1-1/8-inch)
• Flywheel mounting bolts
• Clutch cover mounting bolts
• Clutch alignment tool
• Installation instructions

Tilton ST-246 Twin-Disc Clutch Kit | GM LSA/LSX 8-Bolt | 850 lb-ft Organic

Key Features

• 850 lb-ft torque capacity with sprung-hub organic discs for smooth street engagement
• Precision-machined aluminum pressure plate cover - superior strength and balance vs. stamped steel OEM-style units
• Double-thick floater plate eliminates gear chatter and provides superior heat dissipation
• Billet chromoly flywheel with 153-tooth ring gear and precision register for optimal balance [VERIFY: Product data lists both 153-tooth and 168-tooth ring gear - confirm correct spec]
• Heavy-duty straps connect pressure plate and floater to minimize noise and ensure clean release
• 26-spline disc hub (26 x 1-1/8") - compatible with TREMEC T-56, TKO, and similar transmissions
• Internally balanced (zero-balance) flywheel for GM LSA/LSX 8-bolt crank flange
• Tilton HR throwout bearing included [VERIFY: Main description says included, custom field says not included - confirm kit contents]
• Engineered from 50+ years of Tilton racing clutch technology

Description

When your LSA or LSX build pushes beyond what factory clutches can handle, the Tilton ST-246 delivers race-proven holding power with street-friendly manners. Rated at 850 lb-ft of torque, this twin-disc assembly was engineered from the ground up as a true performance clutch - not an afterthought OEM stamped-steel cover with a floater plate tacked on. The precision-machined aluminum pressure plate cover shares technology directly from Tilton's championship-winning OT-Series racing clutches, providing superior strength, stiffness, and dynamic balance compared to the stamped steel alternatives.

The ST-246's secret weapon is its floater plate design - machined at twice the thickness of competing twin-disc clutches. This extra mass serves three critical functions: it allows the use of sprung-hub discs for smooth engagement, eliminates the gear chatter common in twin-disc setups, and provides significantly greater thermal capacity to resist warpage under hard use. Heavy-duty straps connect the pressure plate and floater to the cover, minimizing noise and delivering a clean, predictable release.

The organic friction discs feature sprung center hubs that dampen engine vibrations and reduce gearbox noise - essential for a streetable driving experience. The billet chromoly flywheel includes an integrated ring gear and a precision register bore that locates the clutch assembly perfectly, eliminating the loose-fitting bolts and dowel pins that create imbalance in lesser setups. This kit is designed specifically for GM LSA and LSX engines with 8-bolt crankshaft flanges and mates to 26-spline input shaft transmissions including TREMEC T-56 and TKO variants.

Since 1972, Tilton Engineering has supplied championship-winning clutches to the highest levels of motorsport - F1, NASCAR, IMSA, IndyCar, SCCA, Formula Drift, and SCORE. The ST-246 brings that proven expertise to the high-performance street market at a competitive price point.

What's Included

• Precision-machined aluminum clutch cover assembly with heavy-duty straps
• High-mass pressure plate machined from proprietary racing clutch materials
• Double-thick steel floater plate
• Two organic friction discs with sprung center hubs (26 x 1-1/8" spline)
• Billet chromoly steel flywheel with integrated ring gear (internally balanced for 8-bolt LSA/LSX)
• Clutch alignment tool
• Flywheel bolts
• Clutch cover bolts
• Tilton HR throwout bearing [VERIFY: Confirm if throwout bearing is included or not]
• Installation instructions

Note: Pilot bearing not included.

Key Features

• Solid-hub cerametallic discs rated for 1250 lb-ft of torque - delivers race-proven strength for street/strip use
• Precision-machined aluminum clutch cover - higher strength, stiffness, and better dynamic balance than OE-type stamped steel covers
• Floater plate twice the thickness of most twin-disc clutches - enables solid-hub design, eliminates gear clatter, and provides superior heat dissipation
• Billet chromoly flywheel with integrated 168-tooth ring gear - reduces rotating mass while delivering long-term durability
• High-mass pressure plates machined from proprietary racing materials - provides exceptional heat capacity and resists warpage
• 246mm (9.7") disc diameter with 26-spline x 1-1/8" input - direct fit for TREMEC T56 and TKO transmissions
• Heavy-duty straps attach plates to cover - minimize noise and provide clean clutch release
• Compatible with most OEM release bearings

Description

High-output LS engines demand more than stamped steel clutches can deliver. The Tilton ST-246 solves the torque capacity problem without sacrificing streetability. Unlike many performance clutches on the market, ST-246 clutches were designed 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 assembly delivers racing technology in a package engineered specifically for street/strip use.

The aluminum clutch cover shares technology from Tilton's championship-winning line of OT-Series racing clutches, providing superior strength and balance compared to stamped steel alternatives. The ultra-thick floater plate design enables the solid-hub cerametallic discs to handle extreme torque loads while eliminating the gear rattle common with thinner designs. Proprietary pressure plate materials deliver exceptional heat dissipation - critical for repeated hard launches and track use.

The billet chromoly flywheel features a precision register system that ensures optimal clutch positioning and balance, eliminating the loose-fitting bolt patterns that plague lesser designs. The integrated 168-tooth ring gear reduces weight compared to separate press-fit rings while maintaining the strength needed for high-RPM operation. Since 1972, Tilton Engineering has been the leading supplier of small-diameter racing clutches, with championships in F1, NASCAR, IMSA, IndyCar, SCCA, Formula Drift, and SCORE.

Designed for Chevy LS1, LS2, LS3, LS6, and LS7 engines with 6-bolt crank flanges. The 26-spline x 1-1/8" hub pattern provides direct compatibility with TREMEC T56 and TKO transmissions. Can be used with most OEM release bearings. Pilot bearing and throwout bearing not included.

What's Included

• Precision-machined aluminum clutch cover assembly
• High-mass pressure plate with proprietary racing material construction
• Ultra-thick floater plate with heavy-duty mounting straps
• Two 246mm solid-hub cerametallic friction discs
• Billet chromoly flywheel with integrated 168-tooth ring gear
• Flywheel mounting bolts
• Clutch mounting hardware
• Alignment tool
• Installation instructions

Key Features

• 1,250 lb-ft torque capacity with solid-hub cerametallic discs - built for serious street/strip power
• 246mm (9.7") disc diameter provides superior heat dissipation and clamping force
• Precision-machined aluminum clutch cover - higher strength and stiffness than stamped steel OEM designs
• Billet chromoly steel flywheel with integrated 168-tooth ring gear and precision clutch register
• Floater plate twice the thickness of most competitors - eliminates gear chatter and dramatically improves heat capacity
• Heavy-duty straps connect pressure plate and floater to cover - minimizes noise, provides clean release
• 26-spline x 1-1/8" input shaft compatibility - direct fit for TREMEC T56, TKO, TKX, and Magnum transmissions
• 8-bolt crank flange pattern for LSA, LSX, LT1, and LT4 engines
• Complete assembly weight: 46.4 lbs

Description

When you're pushing serious power through an LSX or LT4 engine, clutch failure isn't an option. 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 tacked on as an afterthought. This is race-derived technology built for the street, drawing on Tilton's nearly 50 years of championship-winning experience in F1, NASCAR, IMSA, IndyCar, and Formula Drift.

The engineering details set the ST-246 apart. The precision-machined aluminum clutch cover shares technology with Tilton's OT-Series racing clutches, delivering higher strength, better stiffness, and superior dynamic balance compared to stamped steel competitors. The high-mass pressure plate and floater plate are machined from the same proprietary materials used in Tilton's racing clutches, providing exceptional heat capacity and warp resistance. That floater plate runs twice the thickness of typical twin-disc setups - this eliminates gear chatter and provides dramatically better heat dissipation under hard use.

This specific kit features solid-hub cerametallic discs rated for 1,250 lb-ft of torque, delivering the positive, precise engagement characteristics needed for street/strip applications. The billet chromoly steel flywheel includes an integrated 168-tooth ring gear and precision register system that provides optimal clutch-to-flywheel balance - no loose-fitting bolts or dowels like stamped steel units. Heavy-duty straps connect the plates to the cover, minimizing noise while ensuring fast, clean releases between shifts.

Designed for Chevy LSA, LSX, LT1, and LT4 engines with 8-bolt crank flange patterns. Compatible with TREMEC T56, TKO, TKX, and Magnum transmissions via the 26-spline x 1-1/8" input shaft. This assembly does not include a pilot bearing or throwout bearing - it can be used with most OEM release bearings, or pair it with a Tilton 6000-Series hydraulic release bearing for optimal performance.

Kit Includes

• Billet chromoly steel flywheel with integrated 168-tooth ring gear (internally balanced)
• Precision-machined aluminum clutch cover
• High-mass pressure plate (proprietary racing materials)
• Heavy-duty floater plate (2x thickness vs. competitors)
• Two cerametallic clutch discs with solid-hub centers (26-spline x 1-1/8")
• Heavy-duty connecting straps
• Clutch mounting bolts
• Flywheel mounting bolts
• Spline grease
• Alignment tool
• Lifetime technical support from MDL

Note: Pilot bearing and throwout bearing not included.

Key Features

• Chrome-plated high-strength steel lever replicates factory 1977-1981 C3 Corvette appearance
• 9-inch lever length for proper shift throw and ergonomics
• 3/8 x 16 knob thread with 3/8" mounting holes on 7/8" center-to-center spacing
• Includes black shift knob for period-correct late-C3 styling
• Compatible with TKX, TKO, and T56 shifter assemblies
• Reverse lockout lever present for authentic appearance (non-functional)

Description

You swapped in a modern TKX, TKO, or T56 transmission for reliable power and crisp shifts -- but that aftermarket stick looks out of place in your late C3 cockpit. This OEM-appearance shift lever solves that problem by restoring the factory chrome-and-black aesthetic that defined the 1977-1981 Corvette interior.

Constructed from high-strength steel with a quality chrome-plated finish, this lever captures the look of the original equipment while delivering the durability needed for performance driving. The 9-inch lever length provides the proper shift throw and ergonomic positioning that C3 owners expect, and the included black shift knob completes the period-correct appearance.

Mounting dimensions match common TREMEC shifter assemblies: 3/8" holes on 7/8" center-to-center spacing mate to TKX, TKO, and T56 shifter bases. The knob end features a 3/8 x 16 thread for secure attachment. Note that the reverse lockout lever is included for visual authenticity but is non-functional -- this lever is engineered for appearance, not mechanical lockout operation. If you want your transmission upgrade to disappear into the original interior, this is the finishing touch.

What's Included

• One chrome-plated high-strength steel shift lever (9-inch length)
• One black shift knob

Key Features

• Durable rubber construction withstands heat, vibration, and transmission fluids
• Includes seal for complete protection against fluid migration and debris entry
• OEM-style reproduction of GM #3919731
• Fits all 1968-1981 C3 Corvette 3-speed and 4-speed manual transmissions
• Compatible with TREMEC transmission conversions
• Mounts directly to floor pan to seal transmission tunnel

Description

A worn or ill-fitting lower shifter seal allows transmission fluid to creep onto carpet and floor mats while dust, moisture, and debris infiltrate the shifter linkage. Over time, this leads to damp interiors, musty odors, stiffer shifts, and more frequent maintenance. This rubber shifter boot with seal solves that problem by creating a proper barrier between your transmission tunnel and the cabin.

Designed for 3-speed and 4-speed manual transmissions as well as TREMEC conversions, this boot mounts directly to the floor pan to block heat, air, and moisture from entering the interior. The durable rubber construction maintains flexibility throughout extreme temperature swings while standing up to transmission fluids and the constant vibration of the drivetrain. The included seal ensures complete protection and restores original seal integrity.

This OEM-style reproduction replicates GM part #3919731 for exact fitment on all 1968-1981 C3 Corvettes equipped with a manual transmission. Whether you're running the factory Muncie or Saginaw 4-speed, an original 3-speed, or have upgraded to a modern TREMEC, this boot delivers the correct seal contact and factory function your Corvette demands.

What's Included

• Rubber shifter boot
• Seal

Key Features

• Genuine leather construction matches factory material and appearance
• Direct OEM-style replacement for worn, cracked, or deteriorated original boots
• Pre-formed mounting configuration for bolt-in installation
• Fits all 1977-1982 Corvette C3 trim levels with manual transmission
• Easy installation - basic hand tools and about an hour of your time

Description

After decades of heat cycles, UV exposure, and thousands of gear changes, the factory shift boot on your late C3 Corvette has likely cracked, split, or hardened beyond recognition. A deteriorated boot does more than look bad - it allows transmission tunnel heat into the cabin and lets dirt and debris find their way into the shifter mechanism. This leather shift boot solves both problems with OEM-quality construction that restores your interior to factory-fresh condition.

The boot is manufactured from genuine leather to match the original material, finish, and appearance. It uses the same mounting configuration as the factory part, so installation is completely straightforward - remove the shift knob, pull the T-handle, unfasten four screws from the console, swap the boot, and reverse the process. No cutting, trimming, or modification required. The pre-formed shape seats properly the first time for a clean, professional result.

This shift boot fits all 1977-1982 Corvette C3 models with manual transmissions, regardless of trim level. Whether you're maintaining an original 4-speed or have upgraded to a modern 5 or 6-speed conversion, this boot delivers the factory-correct appearance your interior deserves.

What's Included

• Leather shift boot with OEM-style construction

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

• 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

• Direct bolt-in installation to factory mounting points -- no cutting or welding required
• Energy Suspension polyurethane transmission mount included for superior torque resistance
• Designed for 1968-1979 C3 Corvettes originally equipped with 4-speed manual transmissions
• Compatible with TREMEC TKO-500, TKO-600, and TKX 5-speed transmissions
• Supports factory small block Chevy, big block Chevy, and LS engine configurations
• Polyurethane mount resists oil, coolant, and road contaminants that degrade rubber

Description

Swapping a modern TREMEC 5-speed into your C3 Corvette shouldn't mean custom fabrication and guesswork. This Bowler Performance crossmember delivers a clean bolt-in solution for '68-'79 Corvettes, mounting directly to your factory crossmember locations and providing the solid foundation your TKO or TKX transmission needs.

The included Energy Suspension polyurethane mount replaces soft factory rubber with torque-resisting polyurethane. While rubber mounts flex and distort under high-horsepower loads -- soaking up torque that should be going to the rear wheels -- polyurethane maintains its shape under stress. The result is quicker throttle response, reduced wheel hop, and consistent drivetrain alignment. Unlike rubber, the polyurethane compound won't crack or degrade from exposure to oil, coolant, or road salt.

Engineered specifically for C3 Corvettes that originally came with a 4-speed manual transmission, this crossmember correctly relocates the transmission mount for TREMEC TKO-500, TKO-600, and TKX applications. It supports small block, big block, and LS engine swaps with factory engine placement. Note that if your engine is set back from the stock position, modifications may be necessary.

Installation is straightforward -- the crossmember bolts to your stock mounting points using the included hardware. No cutting, no welding, no fabrication headaches.

What's Included

• Bowler Performance crossmember assembly
• Energy Suspension polyurethane transmission mount
• Mounting hardware

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

• 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

Key Features

• Application-specific for 1978-1982 C3 Corvette TKO/TKX conversions
• 31-spline forged steel removable slip yoke matches TREMEC TKO and TKX output shafts
• 1310 series rear U-joint - 1.062-inch cap diameter with 3.219-inch width
• 2.0-inch steel tube diameter for rigidity and tunnel clearance
• Custom-built to your vehicle measurements for precise fitment
• High-speed balanced and professionally finished in black
• Made in the USA by Inland Empire

Description

Converting your 1978-1982 C3 Corvette to a TREMEC TKO or TKX transmission demands a purpose-built driveshaft engineered for modern 5-speed output characteristics. Factory Corvette driveshafts won't work - the TKO and TKX use a 31-spline output shaft that requires a matching slip yoke, and the transmission's different overall length and mounting position mean your driveshaft length changes entirely.

This steel driveshaft solves the conversion driveline puzzle. The forged steel removable slip yoke features 31 splines that engage directly with TREMEC TKO and TKX output shafts for a high-strength connection capable of handling serious torque. The 1310 series rear U-joint provides the ideal balance of strength and compact dimensions for C3 tunnel clearance - its 1.062-inch cap diameter and 3.219-inch width deliver reliable power transfer without interference.

Steel tube construction with a 2.0-inch diameter delivers the torsional stiffness required for high-RPM operation while maintaining compatibility with C3 chassis constraints. Every driveshaft is professionally balanced at high speed to eliminate vibration and finished in black for corrosion resistance. The result is a smooth, strong connection between your modern transmission and factory rear differential.

This is a custom-built component requiring specific measurements from your completed installation. Transmission position, rear differential setup, and any chassis modifications all affect final driveshaft length and pinion angle requirements. Submit the completed driveshaft measurement form to info@moderndriveline.com so MDL can build your shaft to exact specifications. Made in the USA.

What's Included

• Custom steel driveshaft with black painted finish
• 31-spline forged steel removable slip yoke
• 1310 series rear U-joint (1.062-inch cap diameter, 3.219-inch width)
• Professional high-speed balancing
• Lifetime technical support from MDL

Key Features

• 31-spline forged steel 1310 slip yoke matches TKO/TKX output shaft
• Removable yoke caps for easy serviceability without dropping the driveshaft
• 1330 series rear U-joint (3.625" width, 1.062" cap diameter) for increased torque capacity
• 2.0" DOM seamless steel tube with 0.120" wall thickness
• 15% stronger than OEM driveshaft specifications
• Custom-built to your vehicle's measurements for precise fitment
• High-speed balanced and black painted finish
• Made in the USA by Inland Empire

Description

Swapping a TREMEC TKO or TKX five-speed into your C3 Corvette changes the game, but the factory driveshaft won't work. The TKO and TKX transmissions feature a 31-spline output shaft that requires a matching slip yoke, and the tunnel clearance constraints of the '68-'82 Corvette chassis demand a purpose-built solution. This custom steel driveshaft delivers the proper interface between your modern transmission and the factory differential while maintaining the tight clearances the C3 tunnel requires.

The 2.0" DOM (Drawn Over Mandrel) seamless steel tube provides the foundation for this driveshaft. DOM tubing is cold-drawn through a precision mandrel, producing uniform wall thickness, tighter tolerances, and superior concentricity compared to standard ERW tubing. The 0.120" wall thickness delivers 15% greater strength than OEM specifications while keeping the outside diameter compact for proper tunnel clearance. The seamless construction also eliminates the weld seam that can affect balance and require alignment with yoke ears.

At the transmission end, a forged steel 1310 series slip yoke features the 31-spline pattern that matches both TKO and TKX output shafts. Removable caps allow for U-joint service without dropping the entire driveshaft. At the rear, the heavy-duty 1330 series U-joint provides a 3.625" overall width with 1.062" cap diameter, stepping up from the lighter-duty 1310 series to handle the 600 lb-ft torque capacity of modern TREMEC transmissions.

Each driveshaft is custom-built to your specific measurements, professionally high-speed balanced, and finished in black paint for corrosion resistance. Ordering requires completing a driveshaft build sheet with measurements from your finished vehicle to ensure proper length and driveline angles. Made in the USA by Inland Empire.

What's Included

• Custom-length steel driveshaft assembly
• 2.0" x 0.120" wall DOM seamless steel tube, black painted
• Forged steel 31-spline 1310 series slip yoke with removable caps
• 1330 series rear U-joint
• Professional high-speed balancing