TREMEC TKX 5-Speed Transmission | GM | 2.87 First Gear | 0.68 Overdrive

Key Features

• 600 lb-ft torque capacity with 7,500 RPM shift capability and 8,000 RPM engine speed rating
• Gearing ratio (2.87, 1.89, 1.28, 1.00, 0.68) - deep overdrive drops highway RPM for improved cruising
• 26-spline input shaft (1-1/8 in. diameter) and 31-spline output shaft for added strength
• Compact end-loaded aluminum case fits most GM tunnels without floor modifications
• Ribbed 3-piece housing (main case, intermediate plate, rear extension) for structural stiffness
• Multi-cone synchronizers with sintered carbon/bronze hybrid rings for smooth high-RPM shifts
• ASTM 4615 special-grade steel gears and shafts with caged needle bearings in all gear positions
• GM Muncie bellhousing bolt pattern - direct swap for 3-speed and 4-speed applications
• GM 0.590-inch pilot tip with 1.375-inch OD throwout bearing guide tube
• Built-in reverse light switch and cruise control safety switch
• Dual speedometer outputs: mechanical 7-tooth Ford gear (adaptable to GM) plus OSS two-wire analog sensor
• 99 lbs dry weight; 2.7-quart fluid capacity
• High-performance short-throw billet aluminum shifter included
• Shifter Stub Location: center line, 19.52” back from the bellhousing face

Description

When you need serious torque capacity and crisp shifts in a package that fits classic GM muscle cars without floor surgery, the TREMEC TKX delivers. This all-new 5-speed was designed, tested, and built specifically for the aftermarket - not adapted from OEM production. The result is a transmission purpose-built for Chevelles, GTOs, Cutlasses, Novas, Camaros, and other GM A-bodies with a compact, end-loaded case design that clears most factory transmission tunnels without modifications.

The TCET17805 gear set pairs a 2.87 first gear for strong, manageable launches with a deep 0.68 overdrive that significantly reduces highway RPM for improved fuel economy and reduced engine wear. All gears and shafts are manufactured from ASTM 4615 special grade steel, while the robust internal three-rail shift system with steel shift forks ensures precise engagement through all five gears. Superior shift-ability comes from multi-cone synchronizers and hybrid synchronizer rings made of sintered bronze and carbon, allowing confident shifts at engine speeds up to 7,500 RPM.

TREMEC engineers optimized the TKX's three-piece ribbed aluminum housing for structural stiffness while minimizing noise, vibration, and harshness. Tapered roller bearings on the input, output, and counter shafts reduce noise and improve durability, while caged needle bearings support all gear positions to reduce end play. Oversized gear widths increase gear life and torque capacity, and gaskets at all flanges eliminate fluid leaks and simplify installation.

The TKX bolts directly to standard GM Muncie bellhousings, making it a direct replacement for 3-speed and 4-speed Muncie transmissions. The 26-spline input shaft requires a matching clutch disc, while the 31-spline output shaft provides increased strength for high-torque applications. Includes a high-performance short-throw billet aluminum shifter that isolates road noise while delivering clean, crisp shifts. Like all TREMEC aftermarket transmissions, the TKX is made from 100% brand-new OEM-quality components. When purchased as part of an MDL complete conversion package, you receive an extended manufacturer warranty plus lifetime technical support.

Kit Includes

• TREMEC TKX 5-speed transmission (TCET17722) with 2.87/1.89/1.28/1.00/0.68 gear ratios
• High-performance short-throw billet aluminum shifter
• Gaskets for all mating surfaces
• Built-in reverse light switch (left side)
• Built-in cruise control safety switch (right side)
• Mechanical speedometer drive gear (7-tooth Ford pattern, adaptable to GM)
• OSS two-wire analog speedometer sensor
• MDL extended warranty: manufacturer warranty plus 1 additional year with 1-year grace period
• Lifetime technical support

TREMEC GM TKX Road Race 5-Speed | 2.87 First, 0.81 OD

Key Features

• 600 lb-ft torque capacity with 7,500 RPM shift capability and 8,000 RPM engine speed rating
• Close-ratio gearing (2.87, 1.89, 1.28, 1.00, 0.81) balances strong launches with relaxed highway cruising
• 26-spline input shaft (1-1/8 in. diameter) and 31-spline output shaft for added strength
• Compact end-loaded aluminum case fits most GM tunnels without floor modifications
• Ribbed 3-piece housing (main case, intermediate plate, rear extension) for structural stiffness
• Multi-cone synchronizers with sintered carbon/bronze hybrid rings for smooth high-RPM shifts
• ASTM 4615 special-grade steel gears and shafts with caged needle bearings in all gear positions
• GM Muncie bellhousing bolt pattern - direct swap for 3-speed and 4-speed applications
• GM 0.590-inch pilot tip with 1.375-inch OD throwout bearing guide tube
• Built-in reverse light switch and cruise control safety switch
• Dual speedometer outputs: mechanical 7-tooth Ford gear (adaptable to GM) plus OSS two-wire analog sensor
• 99 lbs dry weight; 2.7-quart fluid capacity
• High-performance short-throw billet aluminum shifter included
• Shifter Stub Location: 19.52” back from the bellhousing face with No Offset

Description

When your classic GM muscle car is making north of 400 horsepower and that antiquated 4-speed is holding you back, the TREMEC TKX delivers the overdrive upgrade you need. Unlike transmissions repurposed from OEM applications, the TKX was designed, tested, and built from the ground up specifically for the aftermarket. The result is a purpose-built 5-speed that combines universal packaging with the durability and shift quality that high-horsepower restomods demand.

The engineering focus shows in every component. All gears and shafts are machined from special-grade ASTM 4615 steel for increased torque-carrying capacity. Sintered carbon/bronze hybrid triple-cone synchronizers deliver smooth, precise shifts even at 7,500 RPM. The gear layout is optimized to minimize noise, vibration, and harshness while oversized gear widths and caged needle bearings in all gear positions maximize durability. A ribbed three-piece aluminum housing provides outstanding structural stiffness while keeping weight down to just 99 lbs dry.

The compact end-loaded case design clears most GM A-body transmission tunnels without cutting - Chevelle, GTO, Cutlass, Nova, and Camaro applications typically bolt right in. Three shifter positions offer flexibility for factory console alignment, and the low-profile shifter plate keeps everything tight. This close-ratio 2.87:1 first gear with 0.81:1 overdrive fifth provides strong acceleration while dropping highway RPM for comfortable cruising and improved fuel efficiency.

Bolts directly to existing GM Muncie bellhousings or Quicktime SFI-approved bellhousings. The GM-pattern input features a 0.590 in. pilot tip and 1.375 in. OD throwout bearing guide tube. Gaskets at all mating surfaces eliminate fluid leaks and simplify installation. MDL backs every transmission with an extended warranty and lifetime technical support.

Kit Includes

• TREMEC TKX 5-speed transmission assembly (TCET17722)
• High-performance short-throw billet aluminum shifter
• Reverse light switch (built-in, left side of case)
• Cruise control safety switch provision (right side of case)
• Mechanical speedometer drive gear (7-tooth Ford style, adaptable to GM)
• Electronic speedometer sensor (OSS two-wire analog)
• Gaskets at all mating surfaces
• MDL extended warranty and lifetime technical support

Specifications

TREMEC GM TKX 5-Speed | 3.27 First, 0.72 Overdrive

Key Features

• 600 lb-ft torque capacity with 7,500 RPM shift capability and 8,000 RPM engine speed rating
• Close-ratio gearing (3.27, 1.98, 1.34, 1.00, 0.72) balances strong launches with relaxed highway cruising
• 26-spline input shaft (1-1/8 in. diameter) and 31-spline output shaft for added strength
• Compact end-loaded aluminum case fits most GM tunnels without floor modifications
• Ribbed 3-piece housing (main case, intermediate plate, rear extension) for structural stiffness
• Multi-cone synchronizers with sintered carbon/bronze hybrid rings for smooth high-RPM shifts
• ASTM 4615 special-grade steel gears and shafts with caged needle bearings in all gear positions
• GM Muncie bellhousing bolt pattern - direct swap for 3-speed and 4-speed applications
• GM 0.590-inch pilot tip with 1.375-inch OD throwout bearing guide tube
• Built-in reverse light switch and cruise control safety switch
• Dual speedometer outputs: mechanical 7-tooth Ford gear (adaptable to GM) plus OSS two-wire analog sensor
• 99 lbs dry weight; 2.7-quart fluid capacity
• High-performance short-throw billet aluminum shifter included
• Shifter Stub Location: 19.52” back from the bellhousing face

Description

When your four-speed can't keep up with modern horsepower levels and you need a five-speed that actually fits, the TREMEC TKX delivers. This transmission was designed from the ground up specifically for the aftermarket - not adapted from an OE application - with classic muscle car tunnels in mind. The end-loaded case design provides superior tunnel clearance without the floor cutting that other swaps require, making it a true drop-in solution for GM A-bodies like the Chevelle, GTO, Cutlass, Nova, and Camaro.

This wide-ratio version pairs a deep 3.27 first gear for aggressive launches with a 0.72 overdrive fifth that drops highway RPM significantly - the ideal combination for street performance builds where you want strong acceleration off the line without sacrificing cruising comfort. All gears and shafts are machined from special grade steel (ASTM 4615) for increased torque carrying capacity, and tapered roller bearings on the input, output, and countershafts reduce noise while improving durability. The hybrid triple cone synchronizers - combining sintered carbon and bronze materials with a non-leading tooth profile - deliver smooth, positive shifts even at high RPM.

The TKX bolts directly to GM 3-speed and 4-speed Muncie/Richmond bellhousings, using the same mounting points as your factory transmission. The 26-spline input shaft accepts GM-pattern clutch discs, while the beefy 31-spline output shaft handles the transmission's full 600 lb-ft rating. A 0.590-inch pilot tip and 1.375-inch OD throwout bearing guide tube maintain GM compatibility throughout the drivetrain.

Every TKX ships with the high-performance short-throw billet aluminum shifter, reverse light switch (left side), and cruise control safety switch provision (right side). Recommended fluid is Dexron III ATF, Amsoil ATF, TREMEC HP-MTF, or Mobil 1 Synthetic ATF - capacity is 2.7 quarts. Built by TREMEC from 100% brand-new OEM-quality components, backed by MDL's extended warranty and lifetime technical support.

What's Included

• TREMEC TKX 5-speed transmission (TCET18083) with 3.27/1.98/1.34/1.00/0.72 gear ratios
• High-performance short-throw billet aluminum shifter
• Gaskets for all mating surfaces
• Built-in reverse light switch (left side)
• Built-in cruise control safety switch (right side)
• Mechanical speedometer drive gear (7-tooth Ford pattern, adaptable to GM)
• OSS two-wire analog speedometer sensor
• MDL extended warranty: manufacturer warranty plus 1 additional year with 1-year grace period
• Lifetime technical support

Key Features

• Precision-machined billet aluminum construction for strength and weight savings
• Custom offset: 1" left with .65" or 1.15" forward stub placement
• Rear shifter position with front socket orientation
• Compact top turret clears factory tunnel opening in '67 F-body applications
• Belleville washers deliver crisp detent feel for precise 2-3 shifts
• 7/8" on-center shift stub accepts most aftermarket shift levers
• No internal stops—easy servicing and relies on transmission's internal detent
• High-temperature lower dust boot seals against oil and debris
• Anodized finish for long-term durability
• Proudly crafted 100% in the USA

Description

Getting a TKX shifter in the factory position on a '67 Camaro or Firebird means dealing with offset challenges the stock TREMEC shifter wasn't designed to solve. The MDL Qwik Stik is purpose-built for this application: a short-throw, close-ratio shifter with a 1" left offset and your choice of .65" or 1.15" forward stub placement to land the lever exactly where the factory console expects it.

The precision-machined billet aluminum construction eliminates the flex and vagueness of stamped steel designs while saving weight. Belleville washers create positive detent engagement that translates to lightning-fast, confidence-inspiring shifts—particularly noticeable in the 2-3 gate where sloppy shifters cost time. The compact top turret sits lower than stock, clearing tight F-body tunnel openings without floor modifications.

Unlike designs with internal stops that can break or wear, the Qwik Stik relies on the TKX's internal three-rail shift system for gear engagement, making service access simple when needed. The 7/8" on-center shift stub works with most aftermarket levers, so you can run your preferred setup. A high-temperature dust boot seals the assembly against oil and road debris.

Direct bolt-on installation to the TKX transmission with included mounting hardware. Designed, machined, and assembled in the USA with lifetime technical support available at 208-453-9800.

Kit Includes

• Precision-machined billet aluminum Qwik Stik shifter assembly
• Anodized shift stub with 7/8" on-center mounting holes
• High-temperature lower dust boot
• Belleville spring washers
• Lifetime technical support

BOP Aluminum Bellhousing | GM 326/350/400/455 | Muncie/T10 & GM TKO/TKX

Key Features

• Dual starter pocket design accommodates both Buick and Oldsmobile starter configurations
• Cast from A356 aluminum alloy with over-thick walls for durability under high-torque loads
• Dual transmission bolt pattern fits Muncie/T10 4-speeds and TREMEC TKO/TKX 5-speeds
• Compatible with GM 326, 350, 400, and 455 BOP engines
• Works with both mechanical and hydraulic clutch release systems
• Cost-effective aluminum alternative to steel bellhousings for street applications
• Reference GM part number 9778882
• Made in the USA

Description

Swapping a modern 5-speed into your Buick, Olds, or Pontiac muscle car means finding a bellhousing that bridges classic BOP engine patterns with contemporary transmission bolt patterns. This aluminum bellhousing solves that problem with a dual-pattern design that accepts both vintage Muncie/T10 4-speeds and modern TREMEC TKO/TKX 5-speeds, giving you flexibility now and an easy upgrade path later.

The casting is A356 aluminum alloy with deliberately over-thick wall construction throughout. A356 is a premium casting alloy favored for its excellent strength-to-weight ratio and superior castability, making it ideal for drivetrain components that need to handle repeated torque cycling without cracking or distorting. The thicker-than-standard walls add insurance against the stress concentrations that destroy thinner bellhousings over time.

What makes this bellhousing particularly useful for BOP applications is the dual starter pocket design. Buick and Oldsmobile engines use different starter mounting locations, and this casting accommodates both configurations without adapter plates or creative bracket fabrication. The bellhousing works with either mechanical linkage (Z-bar) or hydraulic clutch release systems, so you can retain your factory setup or upgrade to hydraulics without sourcing a different bell.

For street cruising applications under 500 horsepower, this aluminum bellhousing delivers excellent value. If you are building a race car or running over 500hp, step up to a steel bellhousing for maximum safety. Flywheel cover plate (MD-401-1117) and pivot stud (MD-401-6026) available separately. Made in the USA.

Kit Includes

• BOP aluminum bellhousing with dual transmission bolt pattern (Muncie/T10 and TKO/TKX)

Additional Notes

Proper bellhousing alignment is critical for clutch life and transmission durability. Follow MDL's bellhousing alignment procedure for best results. Flywheel cover plate (item MD-401-1117) and pivot stud (item MD-401-6026) sold separately.

Key Features

• SFI 6.1 certified - required for quarter-mile runs 11.49 seconds or quicker
• Spun steel cone construction - not rolled or stamped like inferior bellhousings
• Work-hardens to over 80,000 PSI - more than twice the strength of other steel bellhousings
• 6.290-inch depth clears 166-tooth flywheel with 11-inch clutch
• 4.687-inch transmission bore for precise fitment
• Only 20 pounds despite bulletproof construction
• Fits Muncie, Richmond, Saginaw, T10, Chevy T5, TKO 500/600, and Jerico transmissions
• Supports both mechanical and hydraulic clutch operation
• Patent pending on 16 points of bellhousing design and process
• Powder-coated finish for corrosion resistance
• Made in the USA with Grade 8 hardware included

Description

Mating classic Buick, Oldsmobile, or Pontiac V8 power to a modern manual transmission demands a bellhousing that eliminates flex and maintains perfect alignment across the entire RPM range. The QuickTime RM-8070 delivers exactly that - an SFI 6.1 certified steel scattershield engineered for street, strip, and circle track applications where drivetrain integrity is non-negotiable.

QuickTime's proprietary spin-forming process sets the RM-8070 apart from every rolled or stamped competitor. The high-grade steel cone work-hardens during manufacturing to over 80,000 PSI - more than double the strength of conventional steel bellhousings. This process also creates unmatched dimensional stability and concentricity, keeping your engine and transmission in perfect alignment and eliminating the accelerated drivetrain wear caused by bellhousing flex. The result is a bellhousing that's both lighter and stronger than the competition.

The RM-8070's 6.290-inch depth accommodates 166-tooth flywheels with 11-inch clutches, while the precision-machined 4.687-inch transmission bore ensures perfect fitment to Muncie, Richmond, Saginaw, BW T-10, Chevy T5, TKO 500/600, and Jerico transmissions. MIG-welded thread inserts for transmission mounting and clutch fork pivot ball provide professional fit and function. The durable powder-coated finish delivers years of corrosion-free service.

Compatible with all V8 Buick, Oldsmobile, and Pontiac engines. Accepts both mechanical and hydraulic clutch actuation. SFI 6.1 certification is required by most sanctioning bodies for vehicles running 11.49 seconds or quicker in the quarter mile. Made in the USA with input from OEMs, engine builders, transmission builders, and racers.

What's Included

• QuickTime RM-8070 spun steel bellhousing with powder-coated finish
• Clutch fork bracket
• Engine block plate
• Grade 8 mounting hardware
• Installation instructions

Key Features

• Application-specific bolt lengths sized for aluminum bellhousing castings -- no guesswork
• Grade 8 fasteners for secure bellhousing-to-engine block mounting
• Fits Buick, Oldsmobile, and Pontiac V8 engines with BOP bellhousing bolt pattern
• Designed for TREMEC TKX 5-speed transmission installations
• Proper thread engagement depth for aluminum threads -- prevents bottoming out or insufficient engagement

Description

Bolting an aluminum bellhousing to your BOP V8 requires fasteners with the correct length for the casting thickness -- use steel bellhousing bolts and you risk either bottoming out in the block or getting inadequate thread engagement. This hardware kit eliminates that problem with bolts cut specifically for aluminum bellhousing installations behind TREMEC TKX transmissions.

The BOP bolt pattern -- shared by Buick, Oldsmobile, and Pontiac V8 engines from the mid-1960s forward -- differs from the more common Chevy pattern in its top bolt locations. This kit includes Grade 8 fasteners sized precisely for that pattern when paired with an aluminum bellhousing. The shorter bolt lengths account for the reduced thread depth available in aluminum compared to steel castings, ensuring proper engagement without bottoming out.

This kit covers the bellhousing-to-engine connection only. Transmission-to-bellhousing bolts are not included -- most bellhousing manufacturers supply those with the housing itself, or factory transmission mounting bolts can be reused. If you are running a steel bellhousing instead of aluminum, see MDL's steel bellhousing hardware kit for the correct bolt lengths.

What's Included

• Grade 8 bellhousing-to-engine block bolts (aluminum bellhousing length)
• Associated hardware [VERIFY: confirm if washers/lockwashers are included]

Key Features

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

Description

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

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

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

What's Included

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

Key Features

• Lightened billet steel construction 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

• Grade 8 heat-treated alloy steel for maximum tensile strength and fatigue resistance
• 1/2-20 x 1 in. hex head bolts with reduced-profile head for improved clearance
• Black oxide finish resists rust and corrosion in high-heat environments
• Lock washers included for positive retention under rotational stress
• Complete 6-bolt set covers standard flywheel patterns for AMC, Dodge, Plymouth, and Pontiac V8 engines
• Direct-fit replacement for manual transmission flywheels

Description

Factory flywheel bolts endure decades of thermal cycling, high RPM stress, and moisture exposure. Over time, they stretch, corrode, or lose clamping force--and a single failed flywheel bolt can destroy a crankshaft, transmission, or worse. This Grade 8 flywheel bolt kit delivers the reliable fastening your classic AMC, Dodge, Plymouth, or Pontiac V8 demands, whether you're restoring a survivor or building a weekend warrior.

Each bolt is precision-manufactured from heat-treated alloy steel to Grade 8 specification, providing significantly higher tensile and shear strength than standard hardware. The 1/2-20 x 1 in. hex head design ensures proper thread engagement and full clamping force, while the reduced-profile head improves clearance in tight bellhousing applications. Black oxide coating protects against rust and corrosion without adding appreciable thickness to critical dimensions.

The included lock washers prevent bolt loosening under the extreme rotational forces and vibration generated by high-performance engines. This complete 6-bolt kit fits the standard flywheel bolt pattern used across AMC V8 and inline-6, Pontiac V8, and Chrysler/Mopar V8 applications. Designed specifically for manual transmission flywheels--not for automatic flexplates.

What's Included

• 6x Grade 8 heat-treated alloy steel flywheel bolts (1/2-20 x 1 in., hex head, black oxide finish)
• 6x Lock washers (black oxide finish)
• Manufacturer's warranty against defects

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

• 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

• Complete two-pad kit: 3-inch disc brake pad and 2-inch clutch pad
• Stainless steel trim rings included for corrosion resistance and factory-correct appearance
• Direct replacement for worn original pedal pads on manual transmission GM applications
• Fits '67-'81 Camaro/Firebird, '64-'72 Chevelle, '68-'79 Nova, '71-'75 Vega, '73-'74 Ventura/Omega
• OEM-style design restores proper pedal grip and authentic look

Description

Worn pedal pads are more than a cosmetic issue--they compromise grip, pedal feel, and the authentic appearance of your classic GM interior. This complete pedal pad kit replaces both the disc brake and clutch pads in one shot, giving your manual transmission F-body, X-body, or A-body the fresh, factory-correct look and function it needs.

The kit includes a 3-inch diameter disc brake pedal pad paired with a smaller 2-inch clutch pedal pad, matching the original sizing used across multiple GM platforms. Both pads come with stainless steel trim rings that resist corrosion and maintain their bright appearance over time--a noticeable upgrade over pitted or missing original trim.

Designed for direct installation on '67-'81 Camaro and Firebird, '64-'72 Chevelle, '68-'79 Nova, '71-'75 Vega, and '73-'74 Ventura/Omega manual transmission applications, this kit provides everything needed to complete your pedal restoration. The OEM-style design ensures proper fitment and the secure pedal grip your builds deserve.

What's Included

• One 3-inch diameter disc brake pedal pad
• One 2-inch diameter clutch pedal pad
• Stainless steel trim rings for both pads

Key Features

• 3-inch manual brake pedal pad - proper size for manual brake applications
• 2-inch clutch pedal pad - correct diameter for manual transmission setups
• Stainless steel trim rings included for both brake and clutch pads
• Quality rubber construction replicates OEM fit and appearance
• Direct replacement for worn, cracked, or missing factory pads

Description

Worn pedal pads do more than look bad - they compromise grip and pedal feel, especially when your foot is sweaty or your boots are dirty. This complete pedal pad kit replaces both the manual brake and clutch pads along with their stainless steel trim rings, restoring factory appearance and proper function to your GM pedal assembly.

The kit includes a 3-inch manual brake pedal pad paired with a 2-inch clutch pedal pad - the correct sizing for manual transmission applications. Both pads are manufactured in durable rubber that replicates the original ribbed pattern and feel. The included stainless steel trim rings snap over the pad edges, delivering that factory-correct finished look while protecting the rubber from premature wear.

Designed as a direct-fit replacement for '67-'81 Camaro/Firebird, '64-'72 Chevelle, '68-'79 Nova, '71-'75 Vega, and '73-'74 Ventura/Omega applications. Whether you're finishing a manual transmission swap, restoring a pedal assembly, or simply replacing cracked and slippery original pads, this kit provides everything you need in one package.

What's Included

• 3-inch manual brake pedal pad - black rubber
• 2-inch clutch pedal pad - black rubber
• Stainless steel brake pedal trim ring
• Stainless steel clutch pedal trim ring

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

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

• Slip-on installation over stock TREMEC GM TKO/TKX bearing retainer - no replacement required
• Billet aluminum body and piston precision-machined in-house at Tilton
• Stainless steel threaded sleeve offers nearly 1.25 in. of height adjustability (1.77 in. to 3.00 in.)
• Full 0.7 in. piston travel for complete clutch disengagement
• High-temperature mono-seal design with quad tensioner ensures proper seal tension and maximum reliability
• Constant-contact design self-adjusts for clutch wear and maintains consistent pedal feel
• Flat-face bearing with 1.71 in. to 3.03 in. contact diameter fits most 8.5 in. to 11 in. bent-finger and lever-type clutches
• Newly designed swivel fittings thoroughly tested to prevent leakage
• Complete kit - no additional parts required for installation

Description

Converting to hydraulic clutch actuation in your GM TKO or TKX swap? This complete Tilton 6000 Series hydraulic release bearing kit eliminates the external slave cylinder entirely, solving interference issues while delivering race-proven reliability for high-performance street applications. The slip-on design mounts directly over the stock TREMEC bearing retainer - no replacement retainer required, no case modifications needed.

Tilton's engineering centers on precision and reliability. The billet aluminum body and piston are precision-machined in-house at Tilton, then treated with a durable, low-friction coating for long-wearing performance. The stainless steel threaded sleeve provides nearly 1.25 in. of height adjustability, allowing the bearing to be set anywhere from 1.77 in. to 3.00 in. to accommodate virtually any clutch setup. The 0.7 in. of piston travel provides complete clutch release, and the high-temperature mono-seal design with quad tensioner ensures positive sealing under demanding conditions.

The constant-contact design self-adjusts for clutch wear, maintaining the same pedal feel throughout the clutch's life without the need for periodic adjustment. Unlike traditional throwout bearings that require a gap and return springs, this sealed bearing stays in light contact with the pressure plate fingers at all times. The flat-face bearing features a 1.71 in. to 3.03 in. contact diameter that works with most 8.5 in. to 11 in. bent-finger and lever-type clutches. Compatibility extends to most bellhousings - while external slaves require application-specific bells, this internal design opens up options including original 4-speed bells and big-block bells.

This is a complete kit with everything needed for installation. Pair with an MDL LF Series master cylinder and appropriate steel-braided supply line (24 in. recommended for most applications) for a fully integrated hydraulic clutch system. Note: This kit includes 5/16 in. bearing retainer bolts; if your transmission uses 3/8 in. bolts (as found on OEM Muncie transmissions), contact MDL to discuss options. Bearing retainer guide tube should measure 1.375 in. diameter. Compatible with DOT 3 or DOT 4 brake fluid - do not use DOT 5 silicone-based fluids.

Kit Includes

• Tilton 6000 Series hydraulic release bearing assembly with billet aluminum body
• Stainless steel threaded adjustment sleeve
• Steel-braided -4AN supply line
• Steel-braided bleed line
• Anti-rotation bolt
• High-strength transmission retainer bolt (5/16 in.)
• Union fitting for main supply line connection
• Installation instructions

Key Features

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

Description

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

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

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

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

Kit Includes

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

Key Features

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

Description

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

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

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

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

Kit Includes

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

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

• 2-1/8 inch diameter black aluminum shift ball with brushed finish
• 16mm x 1.5 internal thread - designed for use with thread reducers to adapt to various shifter handle sizes
• Lightweight aluminum construction reduces shifter mass for quicker throws
• Black finish with brushed texture complements modern performance interiors
• 5-speed shift pattern engraving
• Compatible with MDL thread reducer inserts (sold separately) for SAE and metric applications

Description

Factory shift knobs rarely deliver the grip, weight, or aesthetics that a performance build deserves. This MDL 5-Speed Black Aluminum Shift Ball solves that problem with a 2-1/8 inch diameter that fills the palm for confident, positive shifts and a brushed black aluminum finish that looks at home in any performance-oriented cockpit.

The 16mm x 1.5 internal thread is engineered to work with MDL's line of thread reducer inserts, giving you the flexibility to mount this shift ball on virtually any shifter handle. Thread reducers are available in both SAE sizes (3/8-16, 3/8-24) and metric sizes (8mm-1.25, 9mm-1.25, 12mm-1.75) to accommodate Hurst, Lokar, TREMEC, and other popular shifter configurations. This universal approach means one shift ball works across multiple builds and applications.

Constructed from lightweight aluminum, this shift ball reduces rotating mass compared to heavier steel or weighted knobs - a deliberate choice for drivers who prioritize quick, precise shifts over added heft. The brushed aluminum base with black finish provides durability and corrosion resistance while maintaining a clean appearance that won't fade or chip under heavy use.

Note: This shift ball requires a separate thread reducer insert and jam nut (sold separately) to properly mount to your shifter handle. Check MDL's selection of thread reducers to find the correct adapter for your specific shifter lever thread size.

What's Included

• One 2-1/8 inch black aluminum shift ball with brushed finish and 5-speed pattern
• 16mm x 1.5 internal thread (thread reducer insert required - sold separately)

Key Features

• Adapts 16mm metric threaded shift knobs to 3/8"-16 SAE shift levers
• Includes jam nut for secure, rattle-free installation
• Compatible with many Hurst shift lever applications using 3/8"-16 threads
• Lightweight design at just 2 ounces
• Allows retention of your favorite knob when swapping shifters or levers

Description

Mismatched threads shouldn't force you to abandon a favorite shift knob or settle for one you don't want. This thread reducing insert solves the common fitment problem between 16mm metric shift knobs and the 3/8"-16 SAE threads found on many Hurst shift levers. Whether you're keeping a beloved original knob during a drivetrain upgrade or installing a new 16mm metric knob on your existing Hurst shifter, this adapter delivers a precision fit without modification to either component.

The insert threads into your 16mm shift knob while presenting a 3/8"-16 male thread to mate with the shift lever. The included jam nut locks everything in place, preventing loosening or rotation during aggressive shifting. This simple, effective design weighs just 2 ounces—adding virtually no mass to your shifter assembly.

Fits many popular Hurst shift lever applications commonly found in classic muscle cars and performance builds, including '69-'81 Camaro, '53-'62 Corvette, '36-'46 and '67-'72 Chevy Truck, and '87-'95 Jeep Wrangler YJ. Perfect for TREMEC transmission swaps where you want to retain the original interior appearance or match a specific shift knob to your Hurst Competition/Plus or other 3/8"-16 threaded shifter.

What's Included

• Thread reducing insert (16mm female to 3/8"-16 male)
• Jam nut

Key Features

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

Description

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

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

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

What's Included

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

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

Key Features

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

Description

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

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

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

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

Kit Includes

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

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

• Hurst's most popular shift boot - adaptable to most aftermarket and OEM shifter installations
• Black rubber construction with iconic embossed Hurst 'H' logo
• Chrome trim plate and complete mounting hardware included
• Rectangular boot shape designed for square/rectangular shift levers
• Outside boot dimensions: 6-3/8" long x 5-1/4" wide
• Mounting hole pattern: 5-5/16" x 4-1/4" center-to-center
• 0.375" diameter bolt holes for secure fastening

Description

Finish your shifter installation with the most popular shift boot in the Hurst lineup. This genuine Hurst B-4 shift boot and chrome trim plate kit delivers the authentic muscle car look that enthusiasts have trusted since 1958. The durable black rubber boot features the iconic embossed Hurst 'H' logo - a detail that instantly signals performance heritage in any interior.

Engineered for versatility, the rectangular boot design accommodates square or rectangular shift lever configurations, making it compatible with a wide range of aftermarket and factory shifter setups. The boot measures 6-3/8 inches long by 5-1/4 inches wide on the outside, with a mounting hole pattern of 5-5/16 inches by 4-1/4 inches center-to-center. Each of the four mounting holes is 0.375 inches in diameter, providing secure bolt-down installation.

Beyond aesthetics, this boot serves a functional purpose - sealing off the transmission tunnel to keep road noise, dust, and debris out of your cabin. The included chrome trim plate delivers a clean, professional finished appearance that complements everything from vintage muscle cars to modern resto-mod builds. Whether you're completing a TREMEC swap or refreshing an original four-speed installation, this kit provides the classic Hurst look with the quality construction the brand is known for.

What's Included

• Black rubber shift boot with embossed Hurst 'H' logo
• Chrome trim plate
• Complete mounting hardware
• Installation instructions

Key Features

• Complete kit with chrome-plated steel trim plate and mounting hardware
• Black rubber boot with rectangular shape for square/rectangular shift levers
• Universal design adapts to most shifter installations
• Outside boot dimensions: 6-3/8" long x 5-1/4" wide
• Mounting hole spacing: 5-5/16" x 4-1/4" center-to-center
• 0.375" diameter bolt holes for secure mounting
• Popular choice for classic muscle car and street rod conversions

Description

Aftermarket shifter installations leave an exposed floor opening that invites dust, debris, and road noise into your interior. The Hurst Indy Shifter Boot and Chrome Plate Kit delivers a clean, finished appearance while sealing out the elements. This popular economy boot has been a go-to solution for classic conversions and custom builds for decades.

The rectangular black rubber boot is designed to accommodate square and rectangular shift lever shapes, making it ideal for Hurst Indy shifters and compatible with most aftermarket manual transmission shifters. The universal design adapts to a wide variety of applications, from vintage muscle cars to modern street rods. At 6-3/8" long by 5-1/4" wide outside dimensions with mounting holes spaced 5-5/16" by 4-1/4" center-to-center, this boot covers most factory and custom-cut floor openings.

The included chrome-plated steel trim plate adds a professional finishing touch, concealing rough floor cuts and giving your interior that showroom-ready look. With 0.375" diameter bolt holes and all necessary mounting hardware included, installation is straightforward. This kit works equally well as original equipment on a new shifter install or as a replacement boot on an existing setup.

Hurst has been an American icon since 1958, serving as the OEM shifter supplier for legendary muscle cars including the Pontiac GTO, Plymouth Barracuda, Plymouth Super Bird, Ford Mustang Boss 302, and Ford Mustang Shelby GT500 KR. When you install a Hurst boot, you're getting the same quality that came factory in some of the most iconic performance cars ever built.

What's Included

• Black rubber shifter boot (rectangular shape, 4-pleat design)
• Chrome-plated steel trim plate
• Complete mounting hardware
• Installation instructions

Key Features

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

Description

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

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

Kit Includes

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

Key Features

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

Description

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

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

Kit Includes

• 17-tooth speedometer driven gear, white plastic

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

Key Features

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

Description

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

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

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

Kit Includes

• 18-tooth yellow speedometer driven gear

Key Features

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

Description

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

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

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

What's Included

• One 19-tooth speedometer driven gear (pink)

Key Features

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

Description

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

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

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

What's Included

• One 20-tooth driven speedometer gear (black)

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

What's Included

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

Key Features

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

Product Overview

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

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

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

Kit Includes

• Reverse switch wiring harness with two-prong connector

Key Features

• 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

• Tubular steel construction with black powder coat finish for corrosion resistance
• Designed for small block Chevy and LS engines mated to TREMEC TKO-500, TKO-600, or TKX transmissions
• Also compatible with 700-R4 automatic transmissions
• Slim profile allows clearance for dual exhaust systems
• Works with stock height and 1/2 height body bushings
• Direct bolt-in to factory frame mounting locations - no frame modifications required
• Fits 1967-1969 Camaro and Firebird, plus 1968-1972 Nova

Description

Swapping a modern TREMEC 5-speed into your first-gen F-body or X-body means the factory crossmember has to go. It wasn't designed for TKO or TKX transmissions, and trying to make it work usually means fighting clearance issues and compromising your exhaust routing. This Bowler tubular crossmember solves the problem with a purpose-built design that properly supports your TREMEC while maintaining room for the dual exhaust setup your build deserves.

The tubular steel construction delivers the strength these high-torque applications demand without the bulk of a stamped-steel crossmember. That slim profile is the key to exhaust clearance - you won't be forced into single-pipe compromises or custom bends to clear the transmission mount. The black powder coat finish provides long-term corrosion resistance and a clean, professional appearance under your car.

Installation is straightforward bolt-in work to your existing frame mounting points - no drilling, cutting, or welding required. The crossmember works with both stock height and 1/2 height body bushings, giving you flexibility regardless of how your car sits. It's compatible with small block Chevy engines, and LS swaps are supported as long as the engine is positioned in the factory small-block location. This crossmember will not work with setback LS installations, so verify your engine mounting configuration before ordering.

This crossmember fits '67-'69 Camaro and Firebird F-bodies, plus '68-'72 Nova X-bodies. It supports TREMEC TKO-500, TKO-600, and TKX 5-speed manual transmissions, and also works with the 700-R4 automatic for those running a slushbox.

What's Included

• Tubular steel transmission crossmember with black powder coat finish
• Mounting hardware
• Installation instructions

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.