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 billet aluminum construction for weight savings and durability
• Close ratio short-throw design positions TKX shifter in factory location
• Belleville washers provide excellent detent for crisp 2-3 shifts
• 7/8" on-center mounting fits most aftermarket shift levers
• 1" left, straight up or .5" forward positioning options
• High-temperature lower dust boot protects internal components
• No stops design eliminates failure points and simplifies servicing
• Anodized finish for long-lasting corrosion resistance
• Rear shifter position with rear socket configuration
• Made in the USA

Description

Swapping a TREMEC TKX into a 1970-1981 Camaro or Firebird presents a common challenge: getting the shift lever in the right spot without tunnel surgery. The MDL Qwik Stik Shifter solves this with a smaller top turret that clears factory tunnel openings while repositioning your shifter exactly where the factory intended. This close ratio, short-throw design delivers lightning-quick response that transforms the TKX's already-excellent shift feel into something truly special.

The billet aluminum construction shaves weight compared to bulkier alternatives while maintaining the structural integrity needed for spirited driving. Belleville washers create the perfect detent mechanism, ensuring crisp, positive engagement through every gate - especially that critical 2-3 shift where sloppy shifters fail. The 1" left, straight up or .5" forward positioning provides the exact geometry needed for second-gen F-body applications.

Unlike traditional shifters with breakable stops, the Belleville spring design eliminates failure points entirely. When service is needed, the stopless configuration allows quick access to internal components without fighting worn detent mechanisms. The high-temperature dust boot keeps contamination out, while precision-machined mounting plates bolt directly to your TKX transmission with zero play or binding. The 7/8" on-center mounting pattern accepts virtually any aftermarket shift lever, giving you complete control over your cockpit setup.

This shifter is designed specifically for TKX transmissions in rear shifter position with rear socket configuration. Proudly crafted 100% in the USA with MDL's precision manufacturing standards.

What's Included

• Billet aluminum shifter assembly with anodized finish
• High-temperature lower dust boot
• Belleville washer detent system

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 - 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 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 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

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

Description

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

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

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

What's Included

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

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

Key Features

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

Description

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

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

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

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

What's Included

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

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

Key Features

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

Description

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

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

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

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

Kit Includes

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

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

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

Key Features

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

Description

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

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

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

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

Kit Includes

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

Note: Pilot bearing and throwout bearing not included.

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

Key Features

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

Description

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

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

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

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

What's Included

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

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

Key Features

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

Description

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

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

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

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

Kit Includes

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

Key Features

• Direct-fit replacement for 1972-1981 Camaro, Firebird, and F-Body manual transmission applications
• Swing-mounted pedal assembly includes both brake and clutch pedals
• Heat-treated stamped steel construction for long-lasting durability
• Clutch pedal arm includes factory-correct installed pushrod bushing and pedal pad base
• Complete hardware kit with four nylon bushings, pivot bolt, sleeves, and locking nut
• Compatible with both manual and power brake configurations
• Uses 1973-1981 style narrow clutch pedal configuration

Description

After 50-plus years of use, worn pivot bushings and sloppy pedal arms kill the precise feel you need for smooth clutch engagement and confident braking. This replacement clutch and brake pedal assembly restores factory-fresh pedal action to second-generation Camaro and Firebird F-Bodies, eliminating the binding and excessive freeplay that plague original equipment.

Each pedal assembly is manufactured from stamped steel and heat treated for long-lasting durability, addressing the common failure points that develop in high-mileage originals. The clutch pedal arm comes with the correct installed pushrod bushing and pedal pad base, ready for your choice of pedal pads. The included nylon pivot bushings deliver smooth, bind-free operation and resist the wear that causes pedal slop over time.

This assembly uses the 1973-1981 style narrow clutch pedal configuration. Note that 1972 models originally came equipped with a full-size clutch pedal that matched the brake pedal width. If you have a '72 and require the larger original-style clutch pedal for a concours-correct restoration, you'll need the 1970-1971 pedal assembly instead.

Fits all 1972-1981 Chevrolet Camaro and Pontiac Firebird models equipped with manual transmissions. Works with both manual and power brake setups. Pedal pads sold separately--MDL recommends pedal pad kit MD-412-0302-MB for manual brakes or MD-412-0302-DB for power brakes to complete the OEM appearance.

What's Included

• Brake pedal assembly
• Clutch pedal assembly with installed pushrod bushing and pedal pad base
• Four nylon pivot bushings
• Steel pivot bolt with sleeves
• Locking nut

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

• 0.750-inch bore aluminum master cylinder with 1.4-inch stroke delivers optimal fluid volume for most hydraulic slave cylinders
• Firewall support plate mounts behind brake master cylinder or booster at the firewall's strongest point to eliminate flex
• Uses stock clutch pedal and rod hole for simple installation with factory pedal geometry
• Remote OE-quality plastic reservoir with clamp-free connections eliminates leak points
• Compatible with most internal and external slave cylinders including Tilton 6000 Series hydraulic release bearings
• One-man bleeder kit included for easy system bleeding
• Featured on Car Fix TV series Firebird TKO conversion
• Made in the USA

Description

Second-gen F-body manual transmission conversions have long been plagued by heavy pedal effort and poor clutch modulation. The typical approach--mounting a short-stroke master cylinder directly to the pedal--results in excessive firewall loading and a pedal feel that makes stop-and-go traffic miserable. The MDL Light Foot (LF) Series Master Cylinder Kit solves these problems with an engineered system that delivers light pedal effort and precise clutch control.

The heart of the system is a 0.750-inch bore, 1.4-inch stroke aluminum master cylinder that generates the fluid volume required by today's hydraulic slave cylinders while minimizing firewall load. The master cylinder mounts on a steel firewall support plate that installs behind your brake master cylinder or booster--the strongest point on the firewall. This eliminates the flexing and spongy pedal feel that occurs when master cylinders are mounted to unsupported firewall sections.

The master cylinder positions directly in front of the clutch pedal and uses the stock clutch rod hole, maintaining the original pedal geometry GM engineers designed for proper leverage. This lets you capture the factory full swing of the pedal for maximum mechanical advantage. The remote plastic reservoir features OE-quality construction with integrated fittings--no clamps or hose connections that can develop leaks over time. The complete hydraulic system works seamlessly with both internal hydraulic release bearings like the Tilton 6000 Series and external slave cylinder setups.

Applications: 1972-1981 Chevrolet Camaro and Pontiac Firebird. Uses DOT 3 or DOT 4 brake fluid. Made in the USA with lifetime technical support from Modern Driveline.

What's Included

• Aluminum master cylinder (0.750-inch bore, 1.4-inch stroke)
• Steel firewall support plate
• Mechanical linkage hardware
• Remote plastic reservoir (black, OE-quality)
• Hydraulic lines
• One-man bleeder kit
• Complete installation instructions
• Lifetime technical support

Key Features

• 0.75" bore long-stroke master cylinder design delivers light pedal effort with maximum fluid volume
• CNC-machined billet aluminum reservoir with black anodized finish
• Uses stock clutch pedal and rod hole for drop-in installation
• Firewall support plate mounts behind brake master/booster where structure is strongest
• OE-quality remote reservoir with no leak-prone clamp connections
• Compatible with most internal and external slave cylinders
• One-man bleeder kit included for easy installation
• Made in the USA

Description

Stop cobbling together a clutch master solution from universal parts that never quite fit right. The LF (Light Foot) Series hydraulic master kit delivers a complete, engineered solution for your '72-'81 Camaro or Firebird. This isn't a one-size-fits-most kit forced into your application--it's purpose-built for second-generation F-body cars and featured on the Car Fix TV series Firebird TKO conversion.

The engineering starts with a 0.75" bore long-stroke master cylinder that provides the fluid volume modern hydraulic slave cylinders demand while keeping pedal effort remarkably light. By positioning the master cylinder directly in front of the clutch pedal and using a firewall plate that mounts behind your brake master cylinder or booster, the system loads into the strongest section of your firewall. The result: zero firewall flex that robs pedal feel and fatigues components over time.

The kit retains your stock clutch pedal and uses the factory rod hole, so you're not drilling new holes or fabricating custom brackets. The mechanical linkage takes advantage of the full factory pedal swing for maximum leverage, translating to confident clutch modulation you'll actually enjoy in traffic. The CNC-machined billet aluminum reservoir with black anodized finish adds the right visual detail to your engine bay while the OE-quality remote design eliminates failure-prone clamp connections.

Compatible with most internal and external slave cylinders, this kit pairs perfectly with Tilton Engineering internal hydraulic release bearings for a complete hydraulic clutch solution. Whether you're swapping in a TREMEC TKO, TKX, or T56, the LF Series master kit provides the clutch actuation your build deserves. Made in the USA.

Kit Includes

• 0.75" bore aluminum master cylinder with long-stroke design
• CNC-machined billet aluminum reservoir, black anodized
• Firewall support plate
• Mechanical linkage assembly
• Hydraulic lines
• One-man bleeder kit
• Complete installation instructions

Key Features

• 0.75-inch bore, long-stroke master cylinder delivers maximum leverage with minimal firewall load
• Uses stock clutch pedal and rod hole - no major modifications required
• Firewall support plate mounts behind brake master cylinder where structure is strongest
• CNC-machined silver billet aluminum reservoir with OE-quality leak-free remote design
• Compatible with most internal and external slave cylinders including Tilton hydraulic release bearings
• Includes one-man bleeder kit for solo maintenance
• Made in the USA

Description

Stop cobbling together mismatched hydraulic components and hoping for acceptable pedal feel. MDL's LF (Light Foot) Series master cylinder kit is purpose-engineered for 1972-1981 Camaro and Firebird applications, delivering the precise fluid volume and pedal leverage modern clutch systems demand while maintaining factory ergonomics. Featured on Car Fix TV's Firebird TKO conversion, this system delivers professional results without the trial-and-error of custom fabrication.

The heart of the system is a precisely-sized 0.75-inch bore master cylinder with a long-stroke design that generates optimal fluid volume for today's hydraulic slave cylinders. The small-bore, long-stroke geometry maximizes mechanical advantage from your stock clutch pedal, translating to noticeably lighter pedal effort and superior modulation. By using the factory full swing of the pedal, you get maximum leverage without modifying the pedal assembly.

A robust firewall support plate mounts behind your brake master cylinder or booster, locating the hydraulic system where the firewall structure is strongest. This eliminates the flex that plagues poorly-designed kits and ensures consistent pedal feel under aggressive driving. The kit retains your existing clutch pedal and uses the stock rod hole, minimizing interior changes while delivering a modern hydraulic clutch experience.

The CNC-machined silver billet aluminum reservoir adds a clean, finished look while the OE-quality remote design eliminates troublesome hose clamps that can leak over time. Compatible with most internal and external slave cylinders including Tilton Engineering hydraulic release bearings for a complete clutch solution. Uses DOT 3 or DOT 4 brake fluid. Engineered and manufactured in the USA.

What's Included

• 0.75-inch bore aluminum master cylinder with long-stroke design
• CNC-machined silver billet aluminum remote reservoir
• Firewall support plate
• Master cylinder linkage assembly
• Hydraulic lines
• One-man bleeder kit
• Complete installation instructions
• Lifetime technical support

Key Features

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

Description

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

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

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

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

What's Included

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

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

• 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

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 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

• Direct-fit lower shifter boot for 1970-1981 Camaro manual transmissions
• Molded rubber construction matches OE specifications
• Seals transmission tunnel opening against dust, cold air, and road noise
• Fits all second-generation Camaro models with 3-speed or 4-speed manual transmissions
• Works with console and non-console applications

Description

After decades of heat cycling, vibration, and exposure to drivetrain temperatures, the original lower shifter boot on your second-generation Camaro has likely cracked, torn, or hardened to the point where it no longer seals. The result is predictable: cold air drafts, dust intrusion, wind noise, and an interior that never quite feels finished. This OEM-style replacement boot restores the critical barrier between your transmission tunnel and cabin.

The lower shifter boot mounts to the transmission tunnel hump, sealing the opening where your shifter mechanism passes through the floor. This keeps cold air and dust from entering the passenger compartment through the shifter opening. When the original rubber degrades, you lose that environmental seal completely -- allowing road grime, exhaust fumes, and temperature extremes direct access to your interior.

Molded from durable rubber to match factory specifications, this boot fits all '70-'81 Camaro models equipped with manual transmissions, whether you're running a 3-speed or 4-speed gearbox. The design accommodates both console and non-console shifter configurations, making it a universal solution for any second-gen F-body manual transmission restoration or swap.

What's Included

• Molded rubber lower shifter boot

Key Features

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

Description

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

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

Kit Includes

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

Key Features

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

Description

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

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

Kit Includes

• 17-tooth speedometer driven gear, white plastic

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

Key Features

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

Description

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

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

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

Kit Includes

• 18-tooth yellow speedometer driven gear

Key Features

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

Description

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

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

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

What's Included

• One 19-tooth speedometer driven gear (pink)

Key Features

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

Description

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

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

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

What's Included

• One 20-tooth driven speedometer gear (black)

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

What's Included

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

Key Features

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

Product Overview

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

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

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

Kit Includes

• Reverse switch wiring harness with two-prong connector

Key Features

• Direct bolt-in fitment for 1970-74 Camaro and Firebird with stock subframe
• Compatible with TREMEC TKO-500, TKO-600, and TKX five-speed transmissions
• Slim profile design maximizes clearance for aftermarket exhaust systems
• Black powder coat finish for corrosion resistance and professional appearance
• Engineered specifically for 30-1/2" F-Body frame mounting hole spacing
• Works with small block Chevy and LS engines in factory mounting position

Description

Converting your '70-'74 Camaro or Firebird to a modern TREMEC five-speed demands a crossmember purpose-built for the application. Factory crossmembers won't clear the TKO or TKX, and generic solutions often force compromises with exhaust routing. This crossmember solves both problems with a slim profile design that provides solid transmission support while leaving maximum room for headers and dual exhaust systems.

The TKX and TKO share identical overall length and mounting points, making this crossmember the foundation for either transmission upgrade. Whether you're stepping up from a Muncie, Super T-10, or swapping out an automatic, this crossmember positions your TREMEC correctly within the 1970-74 second-gen F-Body chassis. The design works with your engine in the factory small block Chevy location and accommodates LS swaps when the engine is mounted in the stock position.

Precision-welded steel construction ensures proper driveline alignment and minimizes chassis flex under hard acceleration. The durable black powder coat finish provides superior corrosion resistance compared to standard paint, ensuring the crossmember looks as good as it performs for years of spirited driving.

Installation is straightforward on a stock subframe - the crossmember bolts directly to the factory mounting locations with the included hardware. The 1970-74 F-Body frames use a 30-1/2" mounting hole spacing, and this crossmember is engineered specifically for that dimension. Complete installation instructions are included.

What's Included

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

Key Features

• Engineered for TREMEC TKO 500/600 and TKX transmissions -- identical mounting points and overall length across both platforms
• Designed for 1975-1981 Camaro and Firebird F-body subframes with factory 31-3/4" mounting hole spacing
• Compatible with small block Chevy and LS engine swaps in the stock motor position
• Slim profile design provides clearance for aftermarket exhaust systems and headers
• Black powder-coated steel construction for corrosion resistance and durability
• Bolts directly to factory subframe mounting locations -- no cutting, welding, or frame modifications required

Description

Swapping a modern TREMEC 5-speed into your second-generation F-body requires proper transmission support that maintains correct driveline angle while fitting the factory subframe. This crossmember delivers exactly that -- a bolt-in solution engineered specifically for 1975-1981 Camaro and Firebird chassis with the factory 31-3/4" crossmember mounting spacing.

TREMEC's TKX and TKO transmissions share identical mounting points and overall length, which means this crossmember works with both the legacy TKO 500/600 and the newer TKX. The mount position is calculated for engines in the stock small block location, making it compatible with traditional small block Chevy powerplants and modern LS swaps when the engine is positioned in the factory location. If you're running an LS, verify your engine mounting kit doesn't alter engine placement before ordering.

Built from high-quality steel with a durable black powder coat finish, this crossmember bolts directly to the factory subframe mounting locations for straightforward installation. The slim profile design allows clearance for aftermarket exhaust headers and systems that larger, bulkier crossmembers would interfere with. We recommend using a new transmission mount (sold separately) to ensure proper driveline angle and prevent vibration issues down the road.

What's Included

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

Key Features

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

Description

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

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

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

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

Kit Includes

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

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

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

What's Included

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

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

Key Features

• 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

• Billet steel construction for enhanced strength and durability [VERIFY: MDL lists as "Billet Steel" but Sonnax specs show T3-3-2491HP is "Forged Chromoly" - confirm correct material]
• 31-spline count matches TREMEC TKO, TKX, T56 Magnum, and Ford C6/FMX output shafts
• 1350 series U-joint compatibility - handles up to 1000hp on the street without large shock loads
• 1-3/16" U-joint cap diameter with 3.625" overall width
• Leak-free plug tested to 40 psi for optimum sealing
• Precision-machined for exceptional balance and minimal runout
• Made in the USA

Description

Converting to a TREMEC TKX or T56 Magnum often demands upgrading from the factory slip yoke to handle increased torque and horsepower. A Sonnax slip yoke is never the weak link in your driveline - this billet steel unit delivers the strength and precision your high-performance build deserves.

Unlike cast alternatives, this slip yoke is fully machined from billet steel for enhanced strength and durability. All dimensions are precision machined to guarantee a consistent, concentric slip yoke, eliminating the runout and balance issues that plague lesser components. The smooth outer journal provides uniform contact with the seal to prevent leaks and promote proper fore/aft yoke action. Every unit is leak-free plug tested to 40 psi, ensuring optimum sealing under pressure.

Built for 31-spline TREMEC transmissions including TKO-500, TKO-600, TKX, and T56 Magnum series, plus Ford C6 and FMX automatic applications. The 1-3/16" U-joint cap diameter accepts standard 1350 series U-joints for maximum driveline compatibility. Handles up to 1000hp on the street without large shock loads - perfect for high-performance street cars, drag strip duty, and dirt oval applications.

Sonnax slip yokes set the standard for incredible performance and value - a winning combination for high-horsepower builds running on the street, drag strip, or dirt oval track. Made in the USA with precision manufacturing standards you can trust.

What's Included

• (1) Sonnax billet steel slip yoke, 31-spline, 1350 series
• Lifetime tech support from MDL