Key Features

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

Description

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

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

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

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

Kit Includes

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

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

• SFI 6.1 certified - required for cars running 11.49 or faster in the quarter mile
• High-grade steel construction work-hardened to over 80,000 PSI strength
• Spun cone construction (not rolled or stamped) for maximum dimensional stability
• Over twice the strength of other steel bellhousings
• Patent pending on 16 points of bellhousing design and process
• Mates Buick, Oldsmobile, and Pontiac V8 engines to LS T56 and Magnum transmissions
• Compatible with 166-tooth flywheels
• Ideal for internal hydraulic clutch actuation
• 100% built in the USA

Description

Swapping a modern T56 or Magnum six-speed behind a classic Buick, Oldsmobile, or Pontiac V8 demands a bellhousing that delivers both precision alignment and real safety protection. The QuickTime RM-8072 is SFI 6.1 certified - the standard required by sanctioning bodies for cars running 11.49 or faster in the quarter mile - so you can build for the street knowing you're ready for the strip.

The engineering difference is in the manufacturing. QuickTime cones are spun, not rolled or stamped like lesser bellhousings. This spin-forming process work-hardens the high-grade steel to over 80,000 PSI strength, delivering more than twice the strength of other steel bellhousings while maintaining pinpoint dimensional accuracy. That accuracy keeps your engine and transmission in alignment through the entire rpm range, eliminating accelerated drivetrain wear caused by bellhousing flex.

QuickTime holds patents pending on 16 points of bellhousing design and process, developed with input from OEMs, engine builders, transmission builders, racers, and hobbyists. The result is the most dimensionally stable bellhousing available - parallelism and concentricity that other manufacturers claim but QuickTime actually delivers. This bellhousing is specifically engineered for Buick, Oldsmobile, and Pontiac V8 engines mating to LS T56 or GM Magnum transmissions, with compatibility for 166-tooth flywheels and ideal clearance for internal hydraulic clutch actuation setups.

Built 100% in the USA, this bellhousing comes complete with everything you need for installation: engine block plate, fork bracket, Grade 8 mounting hardware, and instructions. When you're bridging a classic muscle car powertrain to a modern overdrive transmission, the bellhousing is no place to compromise.

What's Included

• QuickTime RM-8072 steel bellhousing with black finish
• Engine block plate
• Fork bracket
• Grade 8 mounting hardware
• Installation instructions

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

• Lightened billet steel construction at 24 lbs reduces rotating mass for improved throttle response
• External balance design for 1964-1976 Pontiac 326, 350, 389, 400, 421, 428, and 455 engines with counterbalance
• 166-tooth hardened ring gear for reliable starter engagement
• 2.75-inch crank registration bore fits large register Pontiac crankshafts
• Compatible with 11-5/8-inch and 12-5/8-inch pressure plate bolt patterns
• Single-disc clutch compatible for 11-inch clutch assemblies
• Six-bolt crankshaft mounting pattern
• Requires 1/2-inch pressure plate bolts for proper installation
• Made in the USA

Description

Factory Pontiac flywheels carry more rotating mass than performance applications demand. That extra weight slows engine response on acceleration, delays RPM drop between shifts, and absorbs power that should be going to the rear wheels. This MDL Lightened Billet Steel Flywheel cuts rotating weight to 24 lbs while maintaining the durability billet steel construction provides, delivering noticeably sharper throttle response and quicker rev recovery throughout the powerband.

Precision CNC-machined from quality billet steel, this flywheel is engineered specifically for 1964-1976 Pontiac V8s ranging from the 326 to the mighty 455. The external balance design matches original Pontiac factory specifications--critical because Pontiac engines use offset flywheel weighting to complete the rotating assembly balance. This flywheel is intended for externally balanced engines; internally balanced (neutral balance) engines require a different unit.

The 2.75-inch crank registration bore ensures proper centering on large register Pontiac crankshafts, while the 166-tooth hardened ring gear guarantees consistent starter engagement. Dual pressure plate bolt patterns--11-5/8-inch and 12-5/8-inch--accommodate a wide range of diaphragm and Borg & Beck style clutch assemblies. The six-bolt crankshaft mounting pattern and 1/2-inch pressure plate bolt requirement ensure secure installation with proper clamping force.

Whether you're building a GTO, Firebird, LeMans, or full-size Pontiac for weekend cruising or spirited driving, this lightweight flywheel delivers improved engine response without the drivability compromises of ultra-light aluminum units. Billet steel construction handles the thermal demands of aggressive clutch materials and high-torque applications. Proudly made in the USA.

What's Included

• One (1) lightened billet steel flywheel (24 lbs)
• 166-tooth hardened steel ring gear (installed)
• MDL lifetime technical support

Key Features

• Lightened billet steel construction - 24 lbs for improved throttle response over heavy cast iron units
• External balance configuration for 1976-1984 Pontiac 326-455 cubic inch engines with counterbalanced crankshafts
• 166-tooth ring gear for standard starter compatibility
• 2.489" crank registration diameter for precise crankshaft fitment
• Dual pressure plate bolt pattern accepts both 10.5", 11-5/8", and 12-5/8" clutches
• 6-bolt crankshaft mounting pattern
• Single-disc compatible
• Requires 1/2" pressure plate bolts for proper installation
• CNC-machined in the USA

Description

Heavy factory cast iron flywheels soak up horsepower and dull throttle response. This MDL Lightened Billet Steel Flywheel delivers the solution - a precision-machined 24-pound flywheel that sheds rotating mass while maintaining enough inertia for smooth street drivability. The reduced weight means faster engine acceleration and deceleration, sharper throttle response, and less parasitic loss robbing your Pontiac V8 of its potential.

Machined from premium billet steel alloy, this flywheel delivers superior strength and durability compared to cast iron alternatives. Billet steel resists the stress cracks that develop in iron flywheels under repeated thermal cycling and high clamping loads from performance clutches. The consistent material properties throughout eliminate weak points and porosity issues found in castings, making this the right choice for high-performance street engines and spirited driving.

Engineered specifically for 1976-1984 Pontiac V8 engines from 326 to 455 cubic inches with counterbalanced (externally balanced) crankshafts, this flywheel features the correct 2.489" crank registration diameter and external balance configuration. The 166-tooth ring gear ensures compatibility with standard starters, while the dual bolt pattern accommodates 10.5", 11-5/8", and 12-5/8" pressure plates for maximum clutch selection flexibility.

Installation requires 1/2" pressure plate bolts for proper torque retention with the billet steel construction. The 6-bolt crankshaft mounting pattern provides a direct bolt-on fit with no modifications required. CNC-machined in the USA to exacting tolerances, this flywheel delivers the performance upgrade your Pontiac build demands.

What's Included

• One (1) lightened billet steel flywheel, CNC-machined (24 lbs)
• 166-tooth steel ring gear, press-fitted

Key Features

• Lightened billet steel construction reduces rotating mass while maintaining durability for high-torque applications
• Neutral (internal) balance design--bolts directly onto internally balanced Pontiac 326, 350, 389, 400, 421, 428, and 455 engines with no counterweights required
• 166-tooth hardened steel ring gear for proper starter engagement
• 6-bolt crankshaft mounting pattern matches Pontiac V8 specifications
• Designed for 11-inch clutch applications; requires 1/2-inch pressure plate bolts
• Made in the USA

Description

Stock cast iron flywheels add unnecessary rotating mass to your Pontiac drivetrain, robbing throttle response and slowing RPM transitions. This lightened billet steel flywheel solves that problem while retaining the durability advantage steel holds over aluminum in street and moderate performance applications where heat management and longevity matter.

Precision CNC-machined from billet steel, this flywheel is strategically lightened to reduce rotational inertia without compromising structural integrity. The result is quicker revving, crisper throttle response, and faster shifts--all without sacrificing the thermal capacity that keeps your clutch surface temperature in check during spirited driving or repeated launches.

The neutral (internally balanced) configuration eliminates the need for external counterweights, making this flywheel a direct bolt-on for any Pontiac V8 from 326 to 455 cubic inches that has been internally balanced--which includes most professionally rebuilt engines. The 6-bolt crankshaft mounting pattern matches factory Pontiac specifications, and the integral 166-tooth ring gear ensures reliable starter engagement. Note that this flywheel requires 1/2-inch pressure plate bolts for proper installation.

Built to MDL's exacting standards and manufactured in the United States, this flywheel delivers the strength and precision your Pontiac build demands.

What's Included

• One lightened billet steel flywheel with integral 166-tooth hardened steel ring gear
• Lifetime technical support from MDL

Note: Flywheel bolts and pressure plate bolts sold separately. [VERIFY: Confirm crank register bore size--similar MDL Pontiac flywheels list 2.75-inch or 2.485-inch register; this listing does not specify.]

Key Features

• ARP 8740 chromoly steel construction rated at 180,000 psi tensile strength
• 12-point head design requires 3/4-inch 12-point socket for precise torque application
• 1/2-20 fine thread pitch with 0.875-inch under head length
• Heat-treated with black oxide finish for corrosion resistance
• Includes hardened washers for proper clamping load distribution
• Direct fit for Pontiac 350-455 cubic inch engines
• Made in the USA

Description

Factory flywheel bolts are adequate for stock applications, but they become the weak link when you start adding horsepower to a Pontiac 350 or 455. The flywheel-to-crankshaft connection sees tremendous rotational and inertial forces, especially during hard launches and high-RPM shifts. A fastener failure here is catastrophic.

These ARP flywheel bolts are manufactured from 8740 chromoly steel and heat-treated to deliver 180,000 psi tensile strength -- a substantial margin of safety over standard Grade 8 hardware. The 12-point head design allows you to apply precise, consistent torque with a 3/4-inch 12-point socket while resisting the rounded corners that plague standard hex heads under high stress. The fine 1/2-20 thread pitch provides more threads per inch for improved clamping force and fatigue resistance in the aluminum-friendly engagement depth.

Each bolt features a 0.875-inch under head length specifically engineered for the Pontiac V8 flywheel bolt pattern. The included hardened washers ensure even load distribution across the flywheel mounting surface, preventing localized stress that can lead to cracking. The black oxide finish adds corrosion resistance while maintaining accurate torque readings during installation.

Direct fit for all Pontiac 350 and 455 cubic inch engines using the factory six-bolt flywheel pattern. Made in the USA and backed by ARP's manufacturer warranty against defects.

What's Included

• (6) ARP 12-point flywheel bolts, 1/2-20 x 1 in., 8740 chromoly steel, black oxide finish
• (6) Hardened washers
• ARP assembly lubricant
• Manufacturer warranty against defects
• MDL lifetime technical support

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

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

What's Included

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

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

Key Features

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

Description

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

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

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

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

What's Included

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

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

Key Features

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

Description

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

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

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

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

Kit Includes

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

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

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

Key Features

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

Description

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

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

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

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

Kit Includes

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

Note: Pilot bearing and throwout bearing not included.

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

Key Features

• 1.094" outside diameter x 0.590" inside diameter - precision-sized for Chevy small block, big block, and GM Gen 6 V8 crankshafts
• 0.500" width for proper crankshaft engagement depth
• Oilite bronze construction - sintered bronze impregnated with oil for self-lubrication throughout service life
• No external greasing required - grease actually seals the pores and reduces lubrication effectiveness
• OEM-specification dimensions ensure proper fit and transmission input shaft support
• Essential for manual transmission swaps using motor mounts or torque plates between engine and bellhousing

Description

A worn or incorrectly sized pilot bushing causes input shaft wobble, accelerates clutch disc wear, and can damage transmission internals. This heavy-duty Oilite bronze pilot bushing provides the precise crankshaft-to-input shaft alignment your Chevy V8 drivetrain demands. The 1.094" OD and 0.590" ID dimensions match OEM specifications for small block, big block, and GM Gen 6 engines originally equipped for manual transmission use.

Unlike standard bronze bushings that require periodic lubrication, this bushing is manufactured from sintered Oilite bronze - a porous material impregnated with oil during production. As the transmission input shaft rotates and generates heat, oil seeps from the microscopic pores to create a continuous lubricating film. When the shaft stops, the bushing reabsorbs the oil. This self-lubricating design eliminates the need for grease application, which actually seals the pores and defeats the purpose of the oil-impregnated construction.

Use this pilot bushing when your drivetrain setup includes motor mounts or torque plates between the engine and bellhousing. The 0.500" width provides proper engagement depth in the crankshaft bore while fully supporting the transmission input shaft snout. For easiest installation, freeze the bushing before pressing it into the crankshaft pilot bore - the thermal contraction eases the interference fit. To remove an old bushing, pack the center cavity with bread and drive out with a punch; this method is far less messy than the traditional grease-pack approach.

This is a wear item that should be replaced with every clutch service, even if it appears serviceable. A fresh bushing costs far less than the transmission teardown required to fix damage from a worn pilot support.

What's Included

• (1) Oilite bronze pilot bushing, oil-impregnated
• Dimensions: 1.094" OD x 0.590" ID x 0.500" width

Key Features

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

Description

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

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

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

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

What's Included

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

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

Key Features

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

Description

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

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

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

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

Kit Includes

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

OEM Style Clutch/Brake Pedal Assembly | 1967-1968 Camaro | 1967 Firebird

Key Features

• Direct-fit replacement for 1967-1968 Camaro and 1967 Firebird manual transmission applications
• Swing-mounted design maintains factory pedal geometry and leverage ratios
• Includes shaft bushings and retaining clip for complete installation
• Works with both manual and power brake configurations
• Foundation component for automatic-to-manual transmission conversions

Description

Converting your first-gen F-body from automatic to manual transmission starts at the firewall. This OEM-style clutch and brake pedal assembly delivers the correct swing-mounted pedal positioning that factory manual-transmission '67-'68 Camaros and '67 Firebirds came with from the factory. Whether you're doing a ground-up restoration or swapping in a TREMEC for more gear choices, this assembly provides proper pedal placement and leverage for confident clutch and brake operation.

The swing-mounted configuration maintains correct pedal arc and travel relative to the firewall, ensuring proper geometry with your clutch master cylinder or mechanical linkage. This assembly accommodates both manual and power brake setups, giving you flexibility regardless of your brake configuration. For builders going with a hydraulic clutch system, MDL's LF Series master cylinder kits mount directly to this pedal assembly for a clean, modern actuation setup.

To complete the factory appearance, MDL recommends adding a pedal pad kit with trim rings. Part number MD-412-0303-DB fits disc brake applications, while MD-412-0303-MB covers drum brake setups. Both kits deliver that finished, period-correct look that separates a quality build from the rest.

What's Included

• Clutch pedal
• Brake pedal
• Shaft bushings
• Retaining clip

Key Features

• 3" disc brake pedal pad with factory horizontal rib pattern for proper grip
• 2" clutch pedal pad with authentic OEM ribbed design
• Stainless steel trim rings for clean, factory-correct appearance
• Direct replacement for worn factory rubber pads on manual transmission GM vehicles
• Fits '67-81 Camaro/Firebird, '64-72 Chevelle, '68-79 Nova, '71-75 Vega, '73-74 Ventura/Omega

Description

After decades of clutch dumps and hard stops, factory pedal pads crack, tear, and wear smooth--leaving you with exposed metal, a sloppy foothold, and an interior that looks neglected. This pedal pad kit restores proper grip and OEM appearance to manual transmission GM vehicles equipped with disc brakes.

The kit includes a 3" disc brake pedal pad and a 2" clutch pedal pad, both featuring the correct horizontal ribbed pattern that matches factory originals. The ribbing isn't just cosmetic--it provides the grip you need for precise pedal modulation, especially during spirited driving or heel-toe downshifts. The included stainless steel trim rings replicate the chrome OEM bezels, eliminating the unfinished look of exposed rubber edges and giving your pedal box that factory-fresh appearance.

Applications include 1967-81 Camaro and Firebird, 1964-72 Chevelle, 1968-79 Nova, 1971-75 Vega, and 1973-74 Ventura/Omega models with manual transmission and disc brake configurations. The pads mount directly to existing pedal assemblies--simply remove the old worn pads and press the replacements into place.

What's Included

• 3" disc brake pedal pad with horizontal rib pattern
• 2" clutch pedal pad with horizontal rib pattern
• Stainless steel trim rings (pair)

Key Features

• 3-inch manual brake pedal pad and 3-inch clutch pedal pad for full-size pedal applications
• Stainless steel trim rings deliver authentic OEM appearance
• Direct-fit replacement for 1972-1981 Camaro and Firebird F-body models
• Complete kit includes both pads and both trim rings in a single purchase
• Manual brake configuration - not for power brake applications

Description

Worn pedal pads and missing trim rings are telltale signs of a neglected interior - and on a manual transmission F-body, they're the two components your feet touch every time you drive. This complete pedal pad kit restores your 1972-1981 Camaro or Firebird pedal assembly to factory-correct condition with properly sized pads and polished stainless steel trim rings that replicate the original GM look.

The kit includes 3-inch diameter pads for both the manual brake pedal and the clutch pedal. This sizing is critical: 1972 models and certain other F-body applications used full-size 3-inch clutch pedals, while later models often featured narrower 2-inch clutch pads. If your clutch pedal arm accepts a 3-inch pad, this is the correct kit. The stainless steel trim rings add the finishing touch that separates a quality restoration from a parts-bin build - bright polished rings that frame each pad and resist corrosion far better than chrome-plated alternatives.

Installation is straightforward - the pads and trim rings are designed to fit the factory pedal arm mounting points without modification. Whether you're completing a frame-off restoration or just refreshing a driver-quality second-gen, this kit gives your pedal box the detail-correct appearance that factory manuals specified.

What's Included

• 3-inch manual brake pedal pad
• 3-inch clutch pedal pad
• Stainless steel trim ring (qty. 2)

Key Features

• Innovative pedal linkage design matches pedal travel with 0.750" bore, 1.4" stroke master cylinder for reduced clutch pedal effort and optimal fluid volume
• Uses stock clutch pedal and original rod hole location--no firewall drilling required
• Firewall mounting plate installs under brake master cylinder or booster where firewall is strongest to eliminate flex under load
• Long-stroke, small-bore master cylinder generates adequate fluid volume for most internal and external slave cylinders
• Black plastic remote reservoir with OE-quality construction and leak-free design--no troublesome hose clamps
• Includes exclusive One-Man-Bleeder Kit for simplified installation and bleeding
• Fits 1967-1969 Camaro/Firebird and 1968-1974 Nova with factory clutch pedal
• Made in the USA

Description

Converting your first-generation Camaro, Firebird, or Nova to hydraulic clutch actuation has traditionally meant compromising on pedal feel or dealing with complex fabrication. The common approach of connecting a 3/4" or 7/8" bore by 1" stroke master cylinder directly to the pedal results in improper pedal pressure and excessive effort. The LF Series solves this problem with an engineered solution that delivers the light pedal effort and precise control serious drivers demand.

The revolutionary design features an innovative pedal linkage that matches pedal travel with a long-stroke master cylinder for dramatically reduced clutch pedal load. The 0.750" bore and 1.4" stroke combination generates enough fluid volume to support most aftermarket external or internal slave systems, including Tilton hydraulic release bearings. This engineering approach eliminates the pedal effort problems that plague direct-mount master cylinders while providing the fluid displacement modern hydraulic clutches require.

The system mounts using the original clutch rod hole location, preserving your firewall's integrity while ensuring proper pedal geometry. The firewall mounting plate installs under the brake master cylinder or booster where the firewall is strongest, eliminating firewall flex under load. The black plastic remote reservoir features leak-resistant construction without troublesome clamps, maintaining a clean engine bay appearance and reliable operation.

Compatible with 1967-1969 Camaro and Firebird, plus 1968-1974 Nova models using factory clutch pedal assemblies. Each kit includes comprehensive installation instructions and lifetime technical support. Fluid requirement: DOT 3 or 4 brake fluid. Made in the USA.

What's Included

• 0.750" bore, 1.4" stroke hydraulic master cylinder with pedal linkage
• Black plastic remote reservoir
• Firewall mounting plate
• Hydraulic lines and fittings
• Clevis and adjustment hardware
• One-Man-Bleeder Kit for simplified bleeding
• Complete installation instructions
• Lifetime technical support

Key Features

• 0.750" bore x 1.4" stroke master cylinder delivers optimal fluid volume for most internal and external slave cylinders
• Engineered pedal linkage reduces pedal effort while retaining the factory clutch pedal and original rod hole
• Firewall mounting plate installs under brake master or booster where the firewall is strongest--eliminates flex
• Black anodized billet aluminum remote reservoir with leak-proof design (no clamps to fail)
• Includes exclusive One-Man Bleeder Kit for simplified installation and system bleeding
• Compatible with DOT 3 or DOT 4 brake fluid--no special high-temp fluids required
• Made in the USA

Description

Converting to hydraulic clutch actuation shouldn't mean starting from scratch and ending up frustrated with the results. The MDL Light Foot Series hydraulic master cylinder kit transforms your clutch pedal feel while maintaining your factory pedal and linkage setup. This engineered solution uses the stock clutch rod hole and pedal assembly for straightforward installation that doesn't require firewall modifications beyond what the kit specifies.

The system centers around a precision-engineered pedal linkage that matches your pedal's full swing with the master cylinder's long stroke for maximum leverage. The result is dramatically reduced pedal effort with full control authority. The 0.750" bore x 1.4" stroke cylinder provides the fluid volume requirements needed by most modern hydraulic slave cylinders, whether you're running internal hydraulic release bearings or external slave systems. The firewall mounting plate installs beneath your brake master cylinder or booster where the firewall is strongest, eliminating the flex that plagues direct-mount systems.

The remote billet aluminum reservoir features a leak-proof design that eliminates troublesome clamps--it connects to the master cylinder via rubber hose for flexible positioning. The black anodized finish resists corrosion and provides a professional appearance under the hood. Pair this master kit with a Tilton internal hydraulic release bearing or MDL external slave cylinder for a complete hydraulic clutch solution.

Designed and manufactured in the USA specifically for 1967-1969 Camaro/Firebird and 1968-1974 Nova applications. Works with original factory pedals and OE reproduction aftermarket pedals. This kit relies on factory components being in good working order--any modifications or damage to the firewall, pedal, or pedal hanger will affect master cylinder performance.

What's Included

• 0.750" bore x 1.4" stroke hydraulic master cylinder
• Black anodized billet aluminum remote reservoir
• Firewall mounting plate with hardware
• Pedal linkage assembly
• Hydraulic lines with fittings
• One-Man Bleeder Kit
• Complete installation instructions
• Lifetime technical support

Key Features

• 0.750" bore with 1.4" stroke generates 0.619 cu/in fluid volume for most internal and external slave cylinders
• Innovative pedal linkage uses stock clutch rod hole for minimal vehicle modification
• Firewall mounting plate installs under brake master or booster where structure is strongest - eliminates flex
• Long-stroke, small-bore design delivers light pedal effort with full clutch modulation
• Silver anodized billet aluminum remote reservoir eliminates leak-prone clamp connections
• Works with stock clutch pedal and OE reproduction aftermarket pedals
• Compatible with Tilton internal hydraulic release bearings and most external slave cylinders
• Includes MDL One-Man Bleeder Kit for simplified installation and bleeding
• Made in the USA

Description

Converting your first-gen Camaro, Firebird, or early Nova to hydraulic clutch actuation does not have to mean compromising pedal feel or dealing with firewall flex. The common approach - bolting a 3/4" or 7/8" bore by 1" stroke master cylinder directly to the pedal - results in improper pedal pressure, heavy effort, and often requires raising the cylinder higher than the stock clutch rod hole. The MDL LF Series solves these problems with an engineered mechanical linkage system that preserves factory pedal geometry while delivering modern hydraulic performance.

The heart of this kit is the 0.750" bore master cylinder with a 1.4" stroke, producing 0.619 cubic inches of fluid volume - the sweet spot for most aftermarket internal and external slave cylinders. The mechanical linkage allows the full stroke of the pedal to maximize clutch modulation while keeping the cylinder perpendicular to the firewall, providing mechanical advantage that reduces the pedal pressure required to operate the clutch. The firewall plate mounts under your brake master cylinder or booster where the structure is strongest, eliminating flex under load.

The silver anodized billet aluminum reservoir provides a premium appearance while eliminating the leak-prone clamp connections found on cheaper systems. Every kit includes comprehensive installation instructions and MDL's unique One-Man Bleeder Kit, making the bleeding process straightforward even for first-time hydraulic installers. Pair this master kit with Tilton Engineering internal hydraulic release bearings or MDL LF Series external slave cylinder kits for a complete hydraulic clutch solution.

This kit relies on factory components being in good working order - any modifications or damage to the firewall, pedal, or pedal hanger will affect master cylinder performance. Uses DOT 3 or DOT 4 brake fluid.

What's Included

• 0.750" bore master cylinder with 1.4" stroke
• Aluminum master cylinder body
• Firewall mounting plate
• Pedal linkage assembly
• Silver anodized billet aluminum remote reservoir
• Pre-bent hydraulic lines
• MDL One-Man Bleeder Kit
• Complete hardware
• Installation instructions
• Lifetime technical support

Key Features

• Three adjustable pedal ratio positions for customized clutch feel and action - the ONLY kit on the market with this feature
• Maintains stock clutch pedal pivot point for OEM pedal feel with zero modifications to factory pedal support
• Spherical mounting points eliminate binding for smooth, consistent clutch operation
• Sealed reversible bulkhead assembly mounts in factory clutch rod hole, keeping moisture and engine fumes out of the interior
• Billet aluminum 2100 Series reservoir with black anodized finish and improved side-top vents to prevent water entry
• -4AN stainless steel braided lines throughout for durability and leak-free operation
• Works with existing industry slave cylinders and hydraulic release bearings
• OEM appearance clutch pedal arm for factory-style looks
• One-man bleeder kit included for easy system bleeding
• Made in the USA with lifetime tech support

Description

Mechanical clutch linkage on first-gen F-bodies and early Novas is notorious for adjustment headaches, inconsistent pedal feel, and wear-induced slop. The Stealth Series Hydraulic Clutch Master Kit solves all of it by converting your '67-'69 Camaro/Firebird or '68-'74 Nova to a modern hydraulic system that mounts completely behind the dash on the factory pedal hanger. The result is a clean, hidden installation that maintains the stock appearance of your interior while delivering the precise, consistent engagement that mechanical linkage simply cannot match.

What sets this kit apart from every competitor is the three-position adjustable pedal design. The custom clutch pedal features three master cylinder mounting positions, allowing you to fine-tune pedal action and feel to your exact preference. Spherical mounting points ensure smooth operation and eliminate the binding and inconsistent feel that plague other hydraulic setups. The sealed reversible bulkhead assembly installs in the factory clutch rod hole - requiring zero firewall modifications - while keeping moisture and engine fumes out of your cabin.

The included 2100 Series billet reservoir features a black anodized finish and an improved cap design with side-top vents that prevent water intrusion. Stainless steel braided -4AN lines provide the durability and leak-free performance demanded by serious enthusiasts. The reversible silver/black firewall plate assembly gives you mounting flexibility to match your engine bay aesthetics. This complete system works seamlessly with industry-standard slave cylinders and hydraulic release bearings, making it compatible with your existing clutch release components.

Fits 1967-1969 Camaro/Firebird and 1968-1974 Nova applications. Complete kit includes everything needed for installation with no additional parts required. Made in the USA with lifetime tech support from trained technicians.

What's Included

• Reversible silver/black anodized firewall plate assembly
• Billet aluminum master cylinder
• OEM appearance clutch pedal arm with three adjustable pivot positions
• -4AN stainless steel braided hydraulic lines
• Black anodized billet aluminum 2100 Series reservoir with side-top vents
• Complete mounting hardware and brackets
• One-man bleeder kit
• Installation instructions
• Lifetime tech support by trained technicians

Stealth Series Hydraulic Clutch Master Kit | 1967-1969 Camaro/Firebird & 1968-1974 Nova | Silver Reservoir

Key Features

• Three adjustable pedal ratio positions - the ONLY kit on the market that lets you fine-tune clutch engagement and feel
• Maintains stock clutch pedal pivot point for OEM pedal feel with zero modifications to factory pedal support
• Spherical mounting points eliminate binding and deliver smooth, consistent clutch operation
• Hidden in-dash mount behind factory pedal hanger for clean, stealth appearance
• Sealed reversible bulkhead assembly uses factory clutch rod hole - keeps moisture and engine fumes out of the interior
• 2100 Series billet aluminum reservoir with silver anodized finish and improved side-top vents to prevent water entry
• -4AN stainless steel braided lines throughout for durability and leak-free connections
• Long-stroke, small-bore master cylinder design minimizes firewall loading and delivers light pedal effort
• Compatible with existing industry slave cylinders and hydraulic release bearings
• Made in the USA

Description

Converting your classic GM to hydraulic clutch operation shouldn't mean compromising factory appearance or pedal feel. The MDL Stealth Series solves both problems with an innovative in-dash master cylinder system that mounts completely hidden behind the factory pedal hanger. This kit maintains the stock clutch pedal pivot point, delivering familiar pedal feel while requiring absolutely zero modifications to your OEM pedal support.

What sets the Stealth Series apart is its three-position pedal ratio adjustment - the only system on the market that lets you dial in exactly how your clutch responds. The firewall plate with mechanical linkage greatly reduces firewall load and pedal effort while providing the design flexibility to use your stock clutch rod hole. Spherical mounting points ensure smooth, bind-free operation, eliminating the inconsistent clutch feel that plagues lesser systems. The long-stroke, small-bore master cylinder optimizes full pedal stroke for better clutch control while keeping pedal effort light.

The sealed reversible bulkhead assembly mounts using your existing clutch rod hole, keeping engine bay moisture and fumes out of the interior. The system is built around MDL's newly designed 2100 Series billet aluminum reservoir with silver anodized finish, featuring an improved cap design with side-top vents that prevent water entry. The compact reservoir size promotes easy mounting wherever you choose. -4AN stainless steel braided lines provide durability and leak-free connections throughout.

This kit works seamlessly with most existing industry slave cylinders and hydraulic release bearings for maximum compatibility. Designed specifically for 1967-1969 Camaro/Firebird and 1968-1974 Nova applications. Made in the USA with lifetime tech support from trained technicians.

What's Included

• Reversible silver/black firewall plate assembly
• Billet master cylinder
• OEM appearance clutch pedal arm with three adjustable mounting positions
• 2100 Series billet aluminum reservoir with silver anodized finish
• -4AN stainless steel braided lines
• All mounting hardware and brackets
• One-man bleeder kit
• Complete installation instructions
• Lifetime tech support by trained technicians

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

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

• 24-inch stainless steel braided line with 1/4-inch ID and clear plastic coating over Teflon inner lining
• GM male quick disconnect fitting to -4AN female straight fitting configuration
• Premium stainless steel crimp sleeves and stainless fittings throughout
• Pressure tested for quality assurance
• Direct replacement for failure-prone OEM plastic clutch lines
• 100% made in the USA

Description

Factory plastic hydraulic clutch lines are notorious failure points in TREMEC swaps and high-performance applications. Under heat and pressure, the OEM plastic hose expands and eventually fails--right when you need clutch actuation most. This MDL stainless steel braided line eliminates that weakness with a premium construction designed for serious drivetrain builds.

The 24-inch length with 1/4-inch ID provides flexibility for routing around exhaust components and headers while the stainless steel braided construction with Teflon inner lining delivers superior durability and heat resistance. The clear plastic coating protects the stainless braid from abrasion while providing a clean, professional appearance that lasts. Premium stainless steel crimp sleeves and stainless fittings ensure reliable connections that won't fail under high-heat racing conditions or extreme-duty street applications.

One end features a GM male quick disconnect fitting that connects directly to GM hydraulic release bearings and slave cylinders found on TREMEC applications. The other end terminates in a straight -4AN female fitting for connection to aftermarket master cylinders or additional hydraulic components. This conversion hose configuration makes it ideal for transmission swaps where you need to bridge OEM-style connections to AN-style plumbing.

Each line is pressure tested for quality assurance and manufactured to precise tolerances. Compatible with most internal and external slave cylinder setups. Proudly made in the USA.

What's Included

• 24-inch stainless steel braided hydraulic line with clear plastic coating and Teflon lining
• GM male quick disconnect fitting (transmission end)
• -4AN female straight stainless steel fitting

Key Features

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

Description

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

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

What's Included

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

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

Key Features

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

Description

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

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

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

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

Kit Includes

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

Key Features

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

Description

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

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

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

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

What's Included

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

Shifter Boot | 1967-1968 Camaro | Manual Trans w/Console

Key Features

• Molded black rubber construction replicates original GM appearance and fitment
• Console-specific design for 1967-1968 Camaro manual transmission applications
• Compatible with all 3-speed and 4-speed transmissions (Saginaw or Muncie)
• Boot only - no bezel included

Description

Cracked, torn, or missing shifter boots let dirt, debris, and road noise into the cabin while making any interior look unfinished. This CHQ reproduction shifter boot restores proper fitment and factory appearance to 1967-1968 Camaro models equipped with a floor console and manual transmission.

Manufactured in quality molded rubber, this boot replicates the original GM design in both authenticity and fitment. The molded construction ensures a proper seal around the shifter opening while maintaining flexibility for smooth shifter operation. It works with all 3-speed and 4-speed manual transmissions, including Saginaw and Muncie units.

This console-specific boot is engineered to work with the factory shift boot retainer plate (sold separately). The durable rubber construction resists cracking and tearing while maintaining the flexibility needed for daily use. Whether you're restoring a numbers-matching classic or finishing a restomod build, this boot delivers the correct period-correct appearance your first-gen Camaro deserves.

What's Included

• One molded black rubber shifter boot

OEM Shifter Boot | 1967-1968 Camaro | Without Console

Key Features

• Molded rubber construction matches OEM texture and flexibility
• Direct fit for 1967-1968 Camaro 3-speed and 4-speed manual transmissions without center console
• Replaces original GM part number 3893853
• Correct configuration for authentic restoration fit and function
• Boot only - no bezel included

Description

Cracked, dry-rotted, or missing shifter boots are one of the most common issues on first-generation Camaros with manual transmissions. Beyond looking rough, a deteriorated boot allows dirt, debris, and road noise into the transmission tunnel and cabin. This OEM-specification replacement boot solves that problem with correct-configuration molded rubber that matches the original GM part in texture and fit.

Designed specifically for 1967-1968 Camaro floor shift models without a center console, this boot works with both 3-speed and 4-speed manual transmission applications. The precision-molded rubber construction replicates the original GM part number 3893853, making it the correct choice for period-accurate restorations or any build where authentic fitment matters. The rubber provides the right amount of tension around the shifter mechanism while sealing out contaminants.

This is a boot-only replacement - no bezel is included. Installation is straightforward for anyone doing interior work on a first-gen Camaro. If your car has a center console, this is not the correct boot for your application.

What's Included

• 1x OEM-specification molded rubber shifter boot

Key Features

• Officially Licensed GM Restoration Parts - authentic reproduction approved by General Motors
• Show quality chrome finish with correct bonded matte black inlay matching factory original specifications
• Precision die-cast construction for proper weight, feel, and long-term durability
• Direct bolt-in replacement maintaining original dimensions and mounting points
• Fits 1967 Camaro/Firebird and 1968-1974 Nova console applications

Description

Years of shifter operation and console wear take their toll on factory shift plates, leaving them scratched, faded, or cracked beyond acceptable condition. Whether you're chasing concours-correct restoration or simply want your console to look right again, this die-cast reproduction delivers the authentic appearance and build quality your GM muscle car deserves.

As an Officially Licensed GM Restoration Part, this shift plate is manufactured to meet General Motors' quality and authenticity standards. The die-cast construction replicates the proper heft and rigidity of the original, while the show quality chrome finish and correct bonded matte black inlay match factory specifications exactly. This isn't a cheap stamped piece - it's a highly accurate reproduction engineered for vehicles where authenticity matters.

Dimensionally correct mounting holes and overall sizing ensure this plate drops directly into your existing console without modification. Designed specifically for 1967 Camaro and Firebird models as well as 1968-1974 Nova applications, it's the right choice for restoration projects, driver-quality upgrades, or replacing a damaged original.

What's Included

• Die-cast shift plate with chrome finish and bonded matte black inlay

Key Features

• Die-cast construction replicates factory manufacturing for authentic appearance and durability
• Specific fitment for 1967-1968 Camaro models with manual transmission and no center console
• Complete kit includes mounting screws and backing plate for straightforward installation
• Chrome finish with black matte center matches original factory appearance
• Works with both 3-speed and 4-speed manual transmission shifters

Description

First-gen Camaro builds without a center console require a specific floor-mounted shift plate that frames the shifter and secures the boot to the floor pan. Original plates are often cracked, corroded, or missing entirely after decades of use and abuse. This die-cast reproduction shift plate bezel restores the factory look to your '67-'68 Camaro's interior while providing the solid mounting platform your shifter needs.

Die-cast construction matches the original GM manufacturing process, delivering the correct weight, surface texture, and mounting geometry that stamped or injection-molded alternatives can't replicate. The chrome finish with black matte center section provides show-quality appearance that's correct for restoration builds or clean enough for restomod interiors.

Unlike loose-kit alternatives that leave you hunting for hardware, this shift plate comes complete with the mounting screws and backing plate needed for a proper installation. The backing plate serves as a boot retainer, securing your shift boot cleanly to the floor while providing structural support to prevent the bezel from flexing under shifter loads.

This bezel fits all 1967-1968 Camaro models equipped with manual transmissions (3-speed or 4-speed) that were not optioned with the center console package. It's the correct choice for base Camaros, SS models, and Z/28s that came from the factory without a console, as well as TREMEC swap builds that need a factory-correct shift plate surround.

What's Included

• Die-cast chrome shift plate bezel with black matte center finish
• Mounting screws
• Backing/retainer plate for shift boot installation

Key Features

• Die-cast chrome-plated construction with raised numbers and shift pattern for OE quality and appearance
• Authentic TREMEC T56 6-speed shift pattern (reverse right of 5th) over matte black background
• Correct OEM size, font, and style - matches original Camaro 4-speed emblem proportions
• Self-adhesive backing for quick installation on console or any flat surface
• Includes removable locating pins for OE-style mounting or custom applications
• Weight: 4 ounces

Description

When you swap a TREMEC T56 6-speed into your first-gen Camaro, the original 4-speed shift pattern emblem on the console suddenly becomes misinformation. This die-cast console emblem solves that problem with a proper 6-speed pattern that matches the T56 gate layout - including reverse positioned to the right of 5th gear, exactly where TREMEC placed it.

This is not a cheap printed sticker. It is a heavy die-cast chrome-plated emblem with raised numbers and shift pattern over a matte black background - the same construction method GM used on the original 4-speed console trim. The size, font, and styling match the factory Camaro emblem, so your interior maintains that OE look while accurately displaying your upgraded drivetrain.

Installation is straightforward: peel the self-adhesive backing and press onto your console or any flat mounting surface. The emblem includes the same locating pins found on the original 4-speed units for those with factory pin holes, but they can be easily removed for custom applications. Note: This emblem displays the TREMEC T56 pattern only and is not compatible with Richmond 6-speed transmissions, which use a different shift gate layout.

What's Included

• One die-cast chrome 6-speed shift pattern emblem with matte black background
• Self-adhesive backing (pre-applied)
• Removable locating pins (matching original 4-speed style)

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 digital VSS generates 16,000 pulses per mile for electronic speedometer systems
• Three-wire design with 10-foot pigtail harness for flexible routing
• Allen-head mounting bolt provides maximum clearance to sensor body
• Low-profile direct-fit installation -- no adapter required
• Compatible with Ford T5, T45, and T56 transmissions using Ford drive gears
• Requires Ford-driven speedometer gears and retainer clip (sold separately)

Description

Swapping to an electronic speedometer or feeding a signal to your ECM? This 16-pulse digital vehicle speed sensor delivers the clean electronic output your modern gauge cluster or engine management system needs. Designed for Ford T5, T45, and T56 transmissions equipped with Ford-style speedometer drive gears, it eliminates the mechanical cable while providing accurate speed data.

The three-wire configuration supplies power, ground, and a consistent square-wave signal output that's compatible with most aftermarket electronic speedometers and ECMs. With 16,000 pulses per mile, it delivers the resolution needed for precise speed readings across the entire range. The generous 10-foot pigtail harness gives you plenty of length to route cleanly through the transmission tunnel and up to the firewall without splicing or extending.

Installation is straightforward -- the sensor threads directly into the existing Ford speedometer gear housing, using your Ford-driven speedometer gears and factory retainer clip. The Allen-head mounting bolt is specifically chosen for its low-profile design, keeping clearance tight to the sensor body so you won't have interference issues in cramped transmission tunnels. No bulky adapters or brackets needed.

Important: This sensor is designed for Ford T5, T45, and T56 transmissions only. For TKO and TKX applications, use part number MD-506-1039-TKO, which has a different sensor design to fit those tailhousing configurations.

What's Included

• Digital 16-pulse speedometer sensor
• 10-foot three-wire pigtail harness
• Allen-head mounting bolt

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

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

Kit Includes

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

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

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

What's Included

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

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

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

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

What's Included

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

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