Key Features

• MDL exclusive modification -- not available through TREMEC -- brings shifter stub to straight-up position with no offset
• Front mount tall body configuration designed for truck applications requiring additional shifter height
• 600 lb-ft torque capacity with 8,000 RPM capability and 7,500 RPM shift rating
• Close-ratio gear set: 2.87:1, 1.89:1, 1.28:1, 1.00:1, 0.68:1 overdrive -- strong launch, relaxed cruising
• 26-spline input shaft (1-1/8" diameter), 31-spline output shaft -- maximum strength where it counts
• Multi-cone synchronizers with hybrid carbon/bronze rings for smooth, fast shifts under power
• Mechanical 7-tooth speedometer drive and electronic OSS sensor built-in -- works with analog or digital gauges
• Slim, end-loaded 3-piece aluminum case provides transmission tunnel clearance and structural stiffness
• 99 lbs dry weight, 2.7-quart fluid capacity

Description

When your Ford truck build demands a TKX with the shifter in the straight-up OE position, this MDL exclusive modification delivers exactly that. Standard TREMEC TKX shifter locations work great for many applications, but some builds -- particularly trucks with floor-mounted shifters or specific console clearances -- need the stub positioned differently. MDL solves this problem through careful machining and component integration that brings the shifter stub straight up with no offset, all while maintaining the TKX's legendary durability and shift quality.

The front mount tall body configuration provides additional shifter height, making this transmission ideal for truck installations where the standard shifter housing sits too low. MDL's engineering team hand-prepares each transmission, ensuring precise shifter positioning and flawless operation before it ships. This level of customization simply isn't available from TREMEC's standard catalog.

Built on TREMEC's proven TKX platform, this transmission delivers 600 lb-ft of torque capacity with engine speeds capable of 8,000 RPM and shifts at 7,500 RPM. The close-ratio gear set features a strong 2.87:1 first gear for confident launches and a deep 0.68:1 overdrive that drops highway RPM for relaxed cruising and improved fuel economy. Multi-cone synchronizers with hybrid carbon/bronze rings deliver superior shift quality at high RPM, while the ribbed 3-piece aluminum housing provides outstanding structural stiffness with reduced NVH. Tapered roller bearings on input, output, and countershafts combined with caged needle bearings on the mainshaft ensure long-term durability.

This Ford-pattern TKX requires a Ford Wide Pattern bellhousing and 26-spline clutch disc. The 0.670-inch pilot tip fits standard Ford applications. Both mechanical (7-tooth cable drive) and electronic (OSS two-wire analog sensor) speedometer outputs are included. Fill with 2.7 quarts of Dexron-III ATF, TREMEC HP-MTF, or Mobil 1 Synthetic ATF.

What's Included

• MDL modified TREMEC TKX 5-speed transmission assembly (TCET17765 base)
• Front mount tall body shifter housing
• Straight-up shifter stub with no offset
• High-performance short-throw billet aluminum shifter
• MDL lifetime technical support

Key Features

• MDL-exclusive road race tall body shifter in furthest forward position with zero offset on shift stub - not available from TREMEC
• 600 lb-ft torque capacity handles serious power builds
• Close-ratio gears: 2.87 first, 1.89 second, 1.28 third, 1.00 fourth, 0.68 overdrive
• 26-spline input shaft (1.125-inch diameter), 31-spline output shaft
• Multi-cone synchronizers rated for 8,000 RPM engine speed with 7,500 RPM shift capability
• Slim-line end-loading 3-piece aluminum case for superior tunnel clearance
• Mechanical 7-tooth speedometer drive and analog electric speedometer sensor built in
• 2.7-quart fluid capacity - uses Dexron III ATF, TREMEC HP-MTF, or Mobil 1 Synthetic ATF
• 99 lbs dry weight
• Bolts to Ford wide-pattern (Toploader-style) bellhousings

Description

When track time demands maximum shifter precision and your Ford build needs the most aggressive shift position possible, this MDL-modified TKX delivers road race-ready performance in an exclusive configuration you cannot buy from TREMEC. The tall body shifter mounts in the furthest forward position on the case with zero offset on the shift stub, placing the shift lever exactly where a road racer needs it during hard cornering and aggressive downshifts.

The TKX platform represents TREMEC's ground-up redesign of the five-speed manual for the aftermarket. Its end-loading three-piece aluminum case reduces overall height and width compared to the TKO it replaces, eliminating tunnel modifications in many classic applications while increasing structural rigidity. The close-ratio gear set opens with a 2.87 first gear to keep the engine in its powerband through technical sections, while the 0.68 overdrive delivers highway cruising capability for track day drives. Multi-cone synchronizers with sintered carbon/bronze hybrid rings and double-lined carbon-fiber facings enable clean, positive shifts at 7,500 RPM - a major improvement over older five-speeds.

TREMEC engineered the TKX with special gate chamfers and ball detents on all three shift rails for improved shift quality with reduced notchiness. All gears and shafts are manufactured from ASTM 4615 special-grade steel with oversized gear widths for maximum durability. Tapered roller bearings on the input, output, and countershafts reduce noise while caged needle bearings support all gear positions. The internal three-rail shift system with steel shift forks keeps all linkage lubricated and protected.

This Ford-pattern TKX bolts directly to Toploader-style bellhousings and shares crossmember mounting points with TKO transmissions for straightforward swaps. The 31-spline output shaft accepts Ford C6-style slip yokes with 1310, 1330, or 1350 U-joints. Both mechanical and electronic speedometer outputs are built in. Short input shaft kits are available separately for applications using original four-speed bellhousings.

Kit Includes

• MDL-modified TREMEC TKX 5-speed transmission with road race shifter configuration
• Tall body shifter assembly in front mounting position with no offset shift stub
• Factory TREMEC installation and service documentation
• MDL lifetime technical support

MDL Modified TREMEC TKX 5-Speed | Ford | Front Mount Tall Body Shifter | No Offset

Key Features

• MDL-exclusive front mount tall body shifter positions the shift stub in OE truck location - not available from TREMEC
• Wide-ratio gear set: 3.27, 1.98, 1.34, 1.00, 0.72 overdrive for street/strip versatility
• 600 lb-ft torque capacity with 8,000 RPM engine capability and 7,500 RPM shift rating
• 99 lbs dry weight with 2.7 qt fluid capacity
• 26-spline input shaft and 31-spline output shaft for maximum strength
• Sintered carbon/bronze hybrid triple-cone synchros with non-leading tooth profile for smooth high-RPM shifts
• ASTM 4615 special-grade steel gears and shafts for increased torque capacity
• Internal three-rail shift system with steel shift forks
• Ford Wide Pattern bellhousing bolt pattern
• Built-in reverse light switch and cruise control safety switch
• Ford mechanical 7-tooth speedometer drive and OSS two-wire analog electronic speedometer output
• 17-tooth reluctor wheel for electronic speedometer applications

Description

When your truck build demands factory shifter positioning, standard TKX configurations fall short. MDL's modified TREMEC TKX solves the tall body shifter challenge with precision machining and custom component integration that brings the shifter stub up to the OE truck position. This isn't a bolt-on shifter - it's a completely reworked transmission with the tall body shifter housing integrated as part of the unit. Every modified TKX is hand-prepared at MDL's Caldwell, Idaho facility to ensure quality and precision.

The TREMEC TKX represents the next generation in 5-speed design with its compact end-loading architecture. This layout delivers greater tunnel clearance, increased case strength from the ribbed three-piece aluminum housing, and fewer case seams with gaskets at all mating surfaces to eliminate fluid leaks. The slim profile fits most transmission tunnels without floor modifications while the robust internal design handles serious power.

Shifting performance comes from multi-cone synchronizers and sintered carbon/bronze hybrid synchronizer rings with a non-leading tooth profile - enabling smooth, positive engagement even at 7,500 RPM. Tapered roller bearings on the input, output, and countershafts reduce noise and improve performance, while a caged needle bearing supports the mainshaft. The single-piece countershaft and oversized gear widths increase torque-carrying capacity across all gears.

The Ford Wide Pattern bellhousing interface provides broad compatibility with Ford applications. Both mechanical (7-tooth cable drive) and electronic (OSS two-wire analog) speedometer outputs are built in, along with a reverse light switch on the left side and cruise control safety switch on the right. MDL extends TREMEC's manufacturer warranty by an extra year with a 1-year grace period and includes lifetime technical support. Recommended lubricants include Dexron III ATF, Amsoil ATF, TREMEC HP-MTF, or Mobil 1 Synthetic ATF.

Kit Includes

• MDL-modified TREMEC TKX 5-speed transmission with integrated front mount tall body shifter (no offset)
• Billet aluminum short-throw shifter assembly
• Built-in reverse light switch
• Built-in cruise control safety switch
• OSS two-wire analog electronic speedometer sensor
• Ford 7-tooth mechanical speedometer drive gear
• Extended manufacturer warranty (additional year with 1-year grace period)
• Lifetime technical support from MDL

Key Features

• Spun steel cone construction work-hardens to over 80,000 PSI - more than 2x stronger than rolled or stamped bellhousings
• 7.05-inch bellhousing depth matched for standard-length Ford TKO, TKX, T5 Mustang, and TR3550 transmissions
• Universal transmission bore accepts 4.850-inch, 4.910-inch, and 5.12-inch input bearing retainers
• Accommodates up to 184-tooth flywheel and 12-inch clutch
• Designed for Ford OE mechanical fork or hydraulic throwout bearing systems
• Patent pending on 16 points of bellhousing design and manufacturing process
• Universal fit - not vehicle specific, ideal for custom builds and swaps
• NOT SFI 6.1 certified - intended for street and mild performance applications
• 100% built in the USA

Description

Adding a modern overdrive transmission behind your Ford FE big block means solving the bellhousing puzzle - and cheap adapters just create new problems. The QuickTime RM-6056 delivers the dimensional precision that keeps your drivetrain aligned and your clutch releasing cleanly, whether you're bolting up a TKO, TKX, T5 Mustang, or TR3550 behind your 352, 360, 390, 427, or 428 FE.

QuickTime's proprietary spin-forming process creates a fundamentally different bellhousing than competitors. Where others stamp or roll their cones - introducing distortion and stress risers - QuickTime spins theirs from high-grade steel that work-hardens to over 80,000 PSI. That's more than twice the strength of conventional steel bellhousings. The result is a cone that maintains perfect dimensional stability through the entire RPM range, eliminating the flex that causes accelerated input bearing wear, pilot bushing failure, and power loss.

The RM-6056 features a 7.05-inch bellhousing depth paired with a universal transmission bore that accepts Ford T5, TKO500/600, TKX, and TR3550 input bearing retainers. It handles up to a 184-tooth flywheel with a 12-inch clutch and works with both Ford OE mechanical fork linkage and hydraulic throwout bearing systems. This is a universal-fit bellhousing, not vehicle-specific, making it the go-to solution for FE swaps and custom builds where factory pieces don't exist.

Note: This bellhousing is NOT SFI 6.1 certified. Many sanctioning bodies require SFI certification for cars running 11.49 or faster in the quarter mile - if that's your application, look for the RM-6056SFI. Founded by former dirt track racer Ross McCombs, QuickTime earned their reputation building bellhousings tough enough for racing abuse. Every RM-6056 is manufactured in the United States.

What's Included

• QuickTime RM-6056 spun steel bellhousing
• Steel block plate
• Mounting hardware
• Installation instructions

Key Features

• SFI 6.1 certified steel bellhousing - mandatory for NHRA/IHRA competition at 11.49 ET or faster
• Spun steel cone construction work-hardens to over 80,000 PSI tensile strength - more than double standard steel bellhousings
• 7.05-inch bellhousing depth with 4.850-inch/4.910-inch transmission bore diameter
• Fits Ford FE engines: 352, 360, 390, 427, 428, and 410 Mercury
• Compatible with Ford T5, TKO-500, TKO-600, TKX, and TR-3550 transmissions
• Requires 184-tooth flywheel; accepts up to 12-inch clutch disc
• Universal clutch operation - works with mechanical, cable, or hydraulic release systems
• 24 lbs. total weight
• 100% made in the USA

Overview

Bolting a modern TREMEC 5-speed behind a classic Ford FE big block demands a bellhousing that won't compromise alignment under high-RPM loads. The QuickTime RM-6056SFI delivers SFI 6.1 certification for sanctioned competition while providing the dimensional accuracy that keeps your drivetrain aligned from idle to redline.

What separates QuickTime from conventional steel bellhousings is their exclusive spin-forming process. Rather than rolling or stamping the cone - processes that introduce stress risers and dimensional inconsistencies - QuickTime spins each cone from high-grade steel. This spin-forming process work-hardens the material to over 80,000 PSI tensile strength, delivering more than twice the strength of other steel bellhousings while maintaining the dimensional stability that prevents binding and premature drivetrain wear.

The RM-6056SFI bridges Ford FE engines (352, 360, 390, 427, 428, and 410 Mercury) to Ford-pattern TREMEC transmissions including the T5, TKO-500, TKO-600, TKX, and TR-3550. The dual transmission bore diameter (4.850-inch/4.910-inch) ensures proper fit across these applications. This bellhousing requires a 184-tooth flywheel and accommodates clutch discs up to 12 inches in diameter. Clutch release is your choice - the design accepts mechanical linkage, cable actuation, or hydraulic slave cylinder setups.

QuickTime holds patents on 16 points of bellhousing design and manufacturing process, developed with input from OEMs, engine builders, transmission builders, and racers. When you need the strength for serious horsepower and the precision to protect your investment, this is the bellhousing that delivers. Made 100% in the USA.

Kit Includes

• QuickTime RM-6056SFI steel bellhousing with SFI 6.1 certification
• Mounting hardware
• Installation instructions
• Lifetime technical support from MDL

Key Features

• Bolt lengths sized specifically for steel bellhousing applications - not interchangeable with aluminum bellhousing hardware
• Grade 8 steel construction for maximum clamping force and durability
• Hardened washers included for proper load distribution across mounting surfaces
• Complete hardware set for attaching Ford TKX transmission to steel bellhousings
• Compatible with QuickTime and Lakewood steel scatter shields for Ford applications
• Made in the USA

Description

When upgrading to a TREMEC TKX 5-speed transmission, factory T5 transmission-to-bellhousing bolts are incompatible with TKX applications. This hardware kit provides the correct bolt lengths and grade specifically engineered for steel bellhousing installations on Ford applications. Steel bellhousings require different bolt lengths than aluminum bellhousing kits - using the wrong hardware can result in improper engagement, case damage, or unsafe mounting conditions.

This MDL hardware kit solves the sourcing headache by providing the exact fasteners needed for your steel bellhousing installation. The Grade 8 bolts deliver the clamping force necessary to handle the TKX's 600 lb-ft torque capacity, while hardened washers ensure even load distribution across the bellhousing mounting flange. Proper hardware is critical - never use transmission-to-bellhousing bolts to draw or pull the transmission up to the bellhousing, as damage to the pilot bearing and transmission case ears may result.

This kit is designed for use with popular steel scatter shields including QuickTime and Lakewood bellhousings for Ford small block applications paired with the TKX transmission. When installing, ensure the transmission is fully seated by hand against the bellhousing before torquing fasteners to specification. Made in the USA with lifetime tech support from MDL.

What's Included

• Grade 8 steel transmission-to-bellhousing bolts (sized for steel bellhousing applications)
• Hardened steel washers
• Lifetime tech support from MDL

Key Features

• Billet steel construction delivers superior strength and crack resistance over cast iron at high RPM
• Zero balance (0.0 oz) for internally balanced Ford FE 390, 427, and 428 engines
• 184-tooth ring gear for proper starter engagement
• 30-pound optimized weight balances reduced rotating mass with strong launch capability
• 11-inch clutch bolt pattern compatibility (Long and Big Block Chevy Offset patterns)
• Six-bolt crankshaft mounting configuration
• Precision-machined friction surface resists heat checking
• Made in the USA

Description

Factory cast iron flywheels served their purpose in stock applications, but they become a liability in performance builds. Cast iron is prone to stress cracking under high RPM and increased clutch clamping loads, and at elevated engine speeds, a failing iron flywheel can be catastrophic. This billet steel flywheel solves those problems while retaining the rotational mass needed for confident launches in torque-heavy Ford FE applications.

Billet construction starts with solid steel bar stock that is completely machined to final dimensions. This process eliminates the internal stresses and porosity inherent in castings, resulting in a flywheel that resists cracking and handles higher clamping forces from performance clutches. The material is significantly stronger than gray iron while maintaining the thermal stability needed for repeated heat cycles from aggressive driving.

At 30 pounds, this flywheel strikes the right balance for Ford FE street/strip builds. It is light enough to improve throttle response over a factory cast piece, yet heavy enough to store the rotational energy needed for smooth engagement and strong launches in heavier vehicles. The precision-machined friction surface works effectively with modern organic and ceramic clutch materials.

Designed as a direct bolt-in replacement for internally balanced (zero balance) Ford FE engines including the 390, 427, and 428. The 184-tooth ring gear ensures proper starter engagement, and the 11-inch clutch bolt pattern accepts standard pressure plates. Made in the USA with precision manufacturing standards.

What's Included

• Billet steel flywheel with 184-tooth ring gear
• Precision-machined friction surface
• Zero balance for internally balanced FE engines
• Lifetime technical support from MDL

Key Features

• Billet steel construction eliminates stress cracks and withstands high RPM and heavy clutch clamping loads
• 28oz external balance matches Ford 428ci FE engine requirements
• 184-tooth ring gear for correct FE starter engagement
• 30-pound optimized weight balances rotational inertia with improved throttle response
• 6-bolt asymmetric crankshaft mounting ensures proper counterweight indexing
• 11" clutch bolt pattern compatible with Long style and BBCO pressure plates
• Precision-machined friction surface for consistent clutch engagement
• Made in the USA

Description

Ford's 428ci FE is one of the few FE engines that requires external balance - 28oz of counterweight on the flywheel to offset the longer stroke. Cast iron flywheels handle the job adequately in stock applications, but under performance conditions they become stress-crack liabilities. When you're running aggressive clutch clamping forces and high RPM, you need billet steel.

This Lighten Billet Steel flywheel is machined from solid steel bar stock, delivering the structural integrity that cast iron simply cannot match. The 30-pound weight is deliberately optimized - heavy enough to store adequate rotational energy for smooth launches and drivability, yet light enough to sharpen throttle response compared to stock cast units. The integrated 28oz counterweight is precision-positioned and indexed via Ford's asymmetric 6-bolt crankshaft pattern, ensuring proper balance alignment every time.

The 184-tooth ring gear is correct for Ford FE engines from 1965-on and engages properly with standard FE starters. The 11" friction surface is machined for 11" and 11.5" Long style pressure plate bolt patterns - the same configurations used on factory FE clutch systems. This gives you flexibility to run either traditional Long style three-pair bolt patterns or modern diaphragm-style pressure plates designed for the Long pattern.

Direct bolt-in replacement for Ford 428ci FE engines requiring 28oz external balance. Also fits externally balanced 410ci FE applications. Single-disc clutch compatible. Proudly made in the USA with lifetime technical support from MDL.

What's Included

• One (1) Lighten Billet Steel flywheel, precision-machined from solid bar stock (30 lbs)
• 184-tooth ring gear, pressed and secured
• 28oz external counterweight, integrated
• Precision-machined 11" clutch friction surface
• 6-bolt asymmetric crankshaft mounting holes
• 11" Long style and BBCO pressure plate bolt pattern
• Lifetime technical support

ARP High Performance Flywheel Bolt Kit | 7/16-20 x 1.000 | Ford & GM | Set of 6

Key Features

• 180,000 psi tensile strength -- far exceeds OEM hardware specs
• Flat 12-point head design with 3/4-inch socket for positive engagement
• Larger-than-stock shank diameter for improved flywheel register and crank alignment
• Forged from aerospace alloy and heat-treated prior to thread rolling and machining
• 7/16-20 thread pitch with 1.000-inch under-head length
• Black oxide finish for corrosion resistance
• Fits Chevy 90-degree V6 and 265-454 V8 (2-piece rear seal) plus Ford 289-460 V8
• Made in the USA

Description

Flywheel bolts play a critical role in the safety and performance of any high-output engine. OEM hardware simply is not engineered for the repeated heat cycles, high RPM loads, and sustained torque demands of a performance build. ARP High Performance Series flywheel bolts deliver the strength and reliability that serious drivetrains require -- rated at 180,000 psi tensile strength.

The engineering difference starts at the material level. These bolts are forged from aerospace alloy and heat-treated prior to thread rolling and machining, a process that ensures maximum grain structure integrity and fatigue resistance. The exclusive flat 12-point head design provides superior tool engagement while resisting rounding under high-torque installation. Equally important, the larger-than-stock shank diameter improves flywheel register for precise crank-to-flywheel alignment -- critical for eliminating runout and vibration in performance applications.

This six-bolt kit is sized at 7/16-20 thread with a 1.000-inch under-head length, requiring a 3/4-inch 12-point socket for installation. Fitment covers Chevy 90-degree V6 and 265-454 V8 engines with 2-piece rear main seals, plus Ford 289-460 V8 engines. Whether you are building a weekend cruiser or a dedicated track car, these bolts are a straightforward upgrade from stock hardware. Made in the USA.

Kit Includes

• Six (6) ARP High Performance Series flywheel bolts
• Chromoly steel construction with black oxide finish
• 7/16-20 x 1.000-inch UHL
• Installation lubricant included
• Torque specifications provided
• Manufacturer warranty against defects

Pressure Plate Bolt Kit | 5/16"-18 x 3/4" | Set of 6

Key Features

• 5/16"-18 thread pitch with 3/4" under-head length
• Complete six-bolt set for standard pressure plate mounting
• Universal fitment for Ford, GM, and Mopar applications using 5/16" hardware
• Critical safety hardware for reliable clutch assembly retention
• Backed by manufacturer's warranty against defects

Description

Pressure plate bolts are among the most critical safety components in any drivetrain. These six fasteners are all that stands between a properly functioning clutch and a catastrophic failure that can destroy transmissions, scatter debris through the bellhousing, or worse. This isn't the place to grab whatever's sitting in the hardware drawer.

This six-bolt kit delivers the 5/16"-18 x 3/4" specification needed for the majority of domestic muscle cars and classic performance applications. The 5/16"-18 thread pitch provides the strength-to-weight balance that made this specification an OEM standard across Ford, GM, and Mopar platforms. The 3/4" under-head length accommodates most standard pressure plate thicknesses without bottoming out in flywheel threads or leaving inadequate engagement.

Unlike generic hardware-store fasteners, these bolts are designed specifically for clutch applications where vibration resistance, proper thread engagement, and precise clamping loads are essential. Proper pressure plate hardware prevents the loosening and shearing that leads to clutch separation under high-RPM loads. Whether you're rebuilding a numbers-matching classic or assembling a street/strip performer, using the correct pressure plate bolts isn't optional.

Compatible with most domestic clutch applications using 5/16" pressure plate bolts. Verify thread specification and length requirements for your specific application before installation.

What's Included

• Six (6) pressure plate bolts, 5/16"-18 x 3/4"
• Manufacturer's warranty against defects

Key Features

• 8740 chromoly steel hardened to 180,000 PSI tensile strength - far exceeds Grade 8 hardware
• 5/16-18 thread with 0.780-inch underhead length for optimal grip on Ford V8 flywheels
• Black oxide finish resists corrosion and delivers a clean, professional appearance
• 1/2-inch hex head for secure wrench engagement during installation
• Large-diameter, low-profile design improves flywheel register engagement
• Application-specific engineering ensures proper thread engagement and clamping force
• Made in the USA with ARP's aerospace-grade quality standards

Description

Every time you stab the throttle, your pressure plate bolts absorb the rotational forces trying to tear your clutch apart. Factory hardware is engineered to a price point - not a performance standard. ARP's High Performance Series pressure plate bolts are forged from premium 8740 chromoly steel and heat-treated to 180,000 PSI tensile strength, delivering a substantial margin of safety over standard Grade 8 fasteners that simply can't match this level of clamping force under stress.

These aren't generic bolts cut to length. Each fastener features a precisely engineered 0.780-inch underhead length optimized specifically for Ford 289-460 V8 applications (1985 and earlier). The large-diameter, low-profile hex head design provides increased shank strength and improved flywheel register engagement compared to OEM hardware. The black oxide finish not only resists corrosion in the harsh bellhousing environment but also looks right on a performance build.

Whether you're building a weekend warrior that sees occasional strip duty or a dedicated road course car that lives at high RPM, these bolts eliminate a critical weak point in your drivetrain. The included hardened washers distribute clamping load evenly across the pressure plate mounting surface, preventing galling and ensuring consistent torque values. For best results, ARP recommends using their Ultra-Torque assembly lubricant to achieve accurate, repeatable torque readings.

Direct fitment for Ford 289, 302, 351W, 351C, 351M, 400, 390, 427, 428, 429, and 460 V8 engines using the standard 5/16-18 six-bolt pressure plate pattern. Compatible with OEM and aftermarket 10-inch clutches. Made in the USA by the same company that supplies fasteners to NASCAR, NHRA, IndyCar, and Formula 1 teams.

What's Included

• Six (6) ARP 8740 chromoly pressure plate bolts - 5/16-18 x 0.780-inch underhead length, hex head, black oxide finish
• Six (6) hardened washers - black oxide finish
• Manufacturer's warranty against defects

Key Features

• Reproduction of Ford OEM pedal pad part number B7A-2457-A
• Kit includes both brake and clutch pedal pads
• Fits Ford F-Series trucks 1957-1980, Bronco 1966-1996, E100/E300 1961-1972
• Also fits Falcon 1960-1965, Fairlane 1962-1965, and Galaxie 1960-1964
• Direct replacement for worn, cracked, or missing original rubber pads

Description

Worn or missing pedal pads are more than a cosmetic issue--they compromise pedal grip and detract from the finished look of any restoration. This reproduction pedal pad kit replicates Ford's original B7A-2457-A specification, giving you properly fitting brake and clutch pads that restore both function and authenticity to your classic Ford.

The B7A-2457-A design was used across an enormous range of Ford vehicles spanning nearly four decades. This kit covers F-Series trucks from '57 to '80, early Broncos through '96, Econoline vans from '61 to '72, plus the Falcon, Fairlane, Comet, Ranchero, and Galaxie passenger cars of the early-to-mid 1960s. That wide application range means one kit handles the pedal replacement needs for a huge swath of Ford's truck and car lineup.

Each pad slides directly onto your existing pedal arms without modification. Whether you're doing a concours-level restoration or just want functional pedal coverage that looks correct, this kit delivers OEM-style fit and appearance at a fraction of dealer pricing. The included pads cover both your brake and clutch pedal needs in a single purchase.

Kit Includes

• Brake pedal pad (reproduction B7A-2457-A)
• Clutch pedal pad (reproduction B7A-2457-A)

LF Series Hydraulic Clutch Master Kit | 1957-1960 Ford F-Series | 0.700" Bore

Key Features

• 0.700" bore x 1.4" stroke generates optimal fluid volume for modern slave cylinders
• Integral reservoir design eliminates firewall drilling and external fluid lines
• Bolts directly to factory master cylinder mounting location
• Maintains stock clutch pedal pivot point for OE pedal feel and geometry
• Optimizes full pedal stroke for maximum leverage and precise clutch modulation
• Compatible with most aftermarket external and internal slave cylinders
• Works with original factory pedals and OE reproduction aftermarket pedals
• Includes One-Man-Bleeder Kit for easy solo installation
• Made in the USA

Description

Converting your '57-'60 F-Series to a T-5, TKX, or T-56 Magnum? Or just tired of fighting that worn-out mechanical linkage on your factory four-speed? The LF Series Hydraulic Clutch Master Kit replaces archaic rods and levers with smooth, modern hydraulic actuation while maintaining the factory clutch pedal geometry Ford engineered into these trucks.

The heart of this system is the 0.700" bore x 1.4" stroke master cylinder, sized to generate the fluid volume required by today's external slaves and hydraulic release bearings. The integral reservoir keeps your firewall clean by eliminating separate reservoir mounting and the associated lines. Installation uses the original master cylinder mounting location, so there's no fabrication required on an unmodified truck.

What makes the LF Series different from generic master cylinder swaps is the engineering that preserves the stock pedal pivot point. This maintains the mechanical advantage Ford designed into the pedal assembly, translating to a light, controlled pedal effort with full modulation throughout the stroke. The system works with both original factory pedals and OE reproduction aftermarket pedals.

Uses standard DOT 3 or DOT 4 brake fluid. Every kit ships complete with the master cylinder, mounting hardware, linkage, lines, and MDL's unique One-Man-Bleeder Kit that lets you purge the system without a helper. Made in the USA with lifetime technical support.

Kit Includes

• Master cylinder with integral reservoir (0.700" bore x 1.4" stroke)
• Complete linkage assembly
• Hydraulic lines
• All mounting hardware and brackets
• One-Man-Bleeder Kit
• Comprehensive installation instructions
• Lifetime technical support

Important Note: This kit relies on factory components being in good working order. Any modifications or damage to the firewall, pedal, or pedal hanger will affect master cylinder performance.

LF Series Hydraulic Clutch Master Kit | 1957-1960 Ford F-Series | 0.700" Bore

Key Features

• 0.700" bore x 1.4" stroke master cylinder generates sufficient fluid volume for most internal and external slave systems
• Mounts in factory master cylinder location - no firewall modifications required
• Maintains stock clutch pedal pivot point for familiar pedal feel and geometry
• Firewall plate with mechanical linkage reduces firewall loading and pedal effort
• Remote plastic reservoir mounts separately on firewall for clean installation
• Compatible with T-5, TKX, and T-56 Magnum transmission conversions
• Includes One-Man-Bleeder Kit for simplified bleeding procedure
• Made in the USA

Description

Converting your 1957-1960 Ford F-Series to a modern manual transmission or upgrading from worn mechanical linkage? The MDL LF Series Hydraulic Clutch Master Kit delivers modern clutch actuation technology while preserving your truck's factory appearance and pedal feel. This engineered solution eliminates the binding, inconsistent pedal effort, and maintenance headaches that plague aging mechanical systems - all without cutting your firewall.

The heart of the system is a precision 0.700" bore master cylinder with 1.4" stroke that generates enough fluid volume to support most aftermarket external and internal slave cylinder systems. The revolutionary design utilizes your original master cylinder mounting location and clutch pedal pivot point, maintaining the stock pedal geometry for familiar feel while delivering the reliability of hydraulic actuation. The included firewall plate with mechanical linkage greatly reduces firewall loading and pedal effort, providing design flexibility while using the stock clutch rod hole where possible.

The remote plastic reservoir mounts cleanly on the firewall, separating fluid storage from the master cylinder for improved access and a clean underhood appearance. The long-stroke, small-bore design minimizes firewall stress while optimizing full pedal stroke for precise clutch control. Whether you're running a stock clutch or high-performance setup with a T-5, TKX, or T-56 Magnum transmission, this kit provides the fluid volume and actuation control your build demands.

This kit requires factory clutch pedal components to be in good working order for proper operation. Any modifications or damage to the firewall, pedal assembly, or pedal hanger will affect master cylinder performance. Made in the USA and backed by MDL technical support.

Kit Includes

• 0.700" bore x 1.4" stroke master cylinder
• Firewall plate with mechanical linkage
• Remote plastic reservoir with mounting hardware
• Hydraulic lines and fittings
• One-Man-Bleeder Kit
• Complete mounting hardware and brackets
• Comprehensive installation instructions

Key Features

• 0.700" bore with 1.4" stroke generates sufficient fluid volume for most internal and external slave systems
• Uses factory master cylinder mounting location for clean, direct-fit installation
• Remote silver billet aluminum reservoir mounts cleanly on firewall
• Maintains stock clutch pedal pivot point for original pedal feel
• Firewall plate with mechanical linkage greatly reduces firewall load and pedal effort
• Works with stock clutch pedal and rod hole where possible
• Includes One-Man-Bleeder Kit for easy, solo bleeding
• Made in the USA

Description

Converting your '57-'60 F-Series truck to a manual T-5, TKX, or T-56 Magnum transmission demands modern clutch actuation that won't compromise your classic's character. The LF Series Hydraulic Clutch Master Cylinder Kit delivers exactly that--a revolutionary design that utilizes your truck's original master cylinder mounting location while adding the precision and reliability of hydraulic clutch operation.

The 0.700" bore paired with 1.4" stroke generates the fluid volume needed to operate most aftermarket external or internal slave systems, including modern hydraulic release bearings. The firewall plate with mechanical linkage greatly reduces the load transferred to your truck's firewall--a critical consideration with heavy-duty clutches and performance transmissions. This engineering approach also provides the design flexibility to use your stock clutch rod hole where possible, simplifying installation and maintaining factory appearance.

The remote silver billet aluminum reservoir mounts cleanly on the firewall, eliminating cramped underhood placement. Unlike systems that require firewall modifications or pedal changes, this kit preserves your truck's stock clutch pedal pivot point for the original pedal feel Ford engineers intended. Each kit comes complete with comprehensive instructions and MDL's unique One-Man-Bleeder Kit, eliminating the frustration of traditional two-person hydraulic bleeding procedures.

Compatible with 1957-1960 Ford F-Series trucks. Works with TREMEC T-5, TKX, TKO, and T-56 Magnum transmissions when paired with appropriate slave cylinders. This kit relies on factory components being in good working order--any modifications or damage to the firewall, pedal, or pedal hanger will affect master cylinder performance. Made in the USA with lifetime tech support.

What's Included

• 0.700" bore master cylinder with 1.4" stroke
• Silver billet aluminum remote reservoir
• Firewall mounting plate and mechanical linkage
• Pedal linkage components
• Hydraulic lines and fittings
• One-Man-Bleeder Kit
• Complete mounting hardware and brackets
• Comprehensive installation instructions
• Lifetime technical support

LF Series Hydraulic Clutch Master Kit | 1957-1960 Ford F-Series | 0.700" Bore

Key Features

• 0.700" bore with 1.4" stroke generates optimal fluid volume for external and internal slave cylinders
• Mechanical linkage with firewall plate greatly reduces firewall load and lightens pedal effort
• Utilizes factory master cylinder mounting location for clean, bolt-on installation
• Maintains stock clutch pedal pivot point for familiar pedal geometry and feel
• Remote black billet aluminum reservoir mounts anywhere on firewall
• Compatible with most aftermarket external slave cylinders and hydraulic release bearings
• Includes One-Man-Bleeder Kit for simplified system bleeding
• Made in the USA

Description

Converting your 1957-1960 Ford F-Series to a modern T5, TKX, or T56 Magnum transmission demands hydraulic clutch actuation that delivers precision and reliability without requiring extensive firewall modifications. The LF Series Hydraulic Clutch Master Kit solves this challenge by retrofitting modern hydraulic technology into classic truck architecture while preserving the original pedal feel and factory mounting points.

The engineering centers on a carefully calculated 0.700" bore paired with a 1.4" stroke, generating the precise fluid volume needed to operate most aftermarket slave cylinders and hydraulic release bearings. The smaller bore diameter combined with the included firewall plate and mechanical linkage dramatically reduces firewall loading while delivering light pedal effort. This design uses the stock clutch rod hole where possible, providing installation flexibility while maintaining structural integrity.

Installation leverages the factory master cylinder mounting location and preserves the stock clutch pedal pivot geometry, ensuring familiar pedal feel while adding modern hydraulic precision. The remote black billet aluminum reservoir eliminates firewall-mounted clearance issues and offers flexible mounting anywhere on the firewall for a clean appearance. The included One-Man-Bleeder Kit simplifies system bleeding, eliminating the traditional need for a helper during initial setup.

This kit requires factory components to be in good working order. Any modifications or damage to the firewall, pedal assembly, or pedal hanger will affect master cylinder performance. Fits 1957-1960 Ford F-Series trucks. Made in the USA.

Kit Includes

• Hydraulic clutch master cylinder (0.700" bore, 1.4" stroke)
• Pedal linkage assembly
• Remote black billet aluminum reservoir
• Hydraulic lines
• One-Man-Bleeder Kit
• All mounting hardware and brackets
• Comprehensive installation instructions

LF Series Hydraulic Clutch Master Kit | 1961-1966 Ford F-Series | 0.700 Bore

Key Features

• 0.700-inch bore x 1.4-inch stroke master cylinder generates 0.539 cubic inches of fluid displacement
• Revolutionary linkage design maintains stock clutch pedal pivot point for natural pedal feel
• Optimizes full pedal stroke to create mechanical advantage and reduce pedal effort
• Integral reservoir eliminates remote mounting and keeps firewall clean
• Compatible with most aftermarket external and internal slave cylinders and hydraulic release bearings
• Includes One-Man-Bleeder Kit for simplified bleeding
• Made in the USA

Description

Converting your 1961-1966 Ford F-Series to a manual transmission or upgrading from factory mechanical linkage? The LF Series Hydraulic Clutch Master Kit solves the heavy pedal problem that plagues most aftermarket hydraulic conversions with an innovative approach to master cylinder mounting and linkage geometry.

The common approach uses a 3/4 or 7/8-inch bore by 1-inch stroke master cylinder connected directly to the pedal. This direct-connection setup requires raising the cylinder higher than the stock clutch rod linkage hole, creating interference issues with the firewall and pedal assembly. The short stroke ultimately delivers heavy pedal effort that defeats the purpose of hydraulic actuation. MDL's revolutionary linkage eliminates these problems by matching pedal travel with a long-stroke master cylinder while maintaining the stock pedal pivot point.

The 0.700-inch bore paired with a 1.4-inch stroke generates 0.539 cubic inches of fluid displacement per stroke--enough volume to properly actuate most aftermarket external or internal slave cylinders and hydraulic release bearings. The linkage design creates mechanical advantage for a lighter, more progressive pedal feel with full control of clutch engagement. The integral reservoir simplifies installation and keeps your firewall clean.

This kit requires factory components to be in good working order. Any modifications or damage to the firewall, pedal, or pedal hanger will affect master cylinder performance. Made in the USA.

Kit Includes

• 0.700-inch bore master cylinder with 1.4-inch stroke and integral reservoir
• Custom linkage assembly
• Hydraulic line
• All mounting hardware and brackets
• One-Man-Bleeder Kit
• Comprehensive installation instructions

LF Series Hydraulic Clutch Master Kit | 1961-1966 Ford F-Series | 0.700" Bore, Remote Plastic Reservoir

Key Features

• 0.700" bore x 1.4" stroke master cylinder generates 0.539 cubic inches of fluid volume
• Revolutionary pedal linkage maintains stock clutch pedal pivot point while reducing pedal effort
• Uses factory clutch rod hole location - no firewall modifications required
• Remote black plastic reservoir mounts separately on firewall for clean installation
• Firewall plate with mechanical linkage distributes load and reduces firewall stress
• Compatible with most aftermarket internal and external slave cylinder systems
• Includes MDL One-Man-Bleeder Kit for solo hydraulic bleeding
• Made in the USA with comprehensive installation instructions

Description

Converting your early Ford F-Series to hydraulic clutch actuation shouldn't mean sacrificing pedal feel or dealing with leg-crushing clutch effort. The MDL LF Series Master Cylinder Kit solves the fundamental problems that plague most hydraulic conversions: improper pedal pressure, firewall interference, and inadequate fluid volume for modern slave cylinders.

Traditional hydraulic conversions use oversized 3/4" or 7/8" bore cylinders with short 1" strokes, mounted directly to the pedal. This approach forces the master cylinder above the stock clutch rod hole, creating firewall clearance issues and requiring excessive pedal pressure. MDL's revolutionary linkage design changes everything. The innovative pedal linkage allows the 0.700" bore master cylinder to mount at the factory clutch rod location while providing mechanical advantage that dramatically reduces pedal effort. The linkage matches full pedal travel with the master cylinder's long 1.4" stroke, maximizing clutch modulation and generating 0.539 cubic inches of fluid volume - enough to support most aftermarket external slave cylinders and internal hydraulic release bearings.

The remote plastic reservoir mounts cleanly to the firewall, keeping fluid access convenient while eliminating clutter around the master cylinder. The firewall plate distributes loads evenly and keeps the cylinder perpendicular to the firewall for optimal performance. This system works seamlessly with stock or reproduction clutch pedals - the factory pivot point is preserved for familiar pedal feel.

Designed for 1961-1966 Ford F-Series trucks during T-5, TKX, TKO, or T-56 Magnum transmission swaps, or as an upgrade from existing mechanical clutch linkage. Requires factory pedal assembly and firewall to be in good working condition for proper operation. Uses DOT 3 or DOT 4 brake fluid.

Kit Includes

• 0.700" bore x 1.4" stroke master cylinder
• Mechanical pedal linkage assembly
• Firewall mounting plate
• Remote black plastic reservoir with mounting hardware
• Reservoir-to-master cylinder supply line
• Clevis and pedal connection hardware
• MDL One-Man-Bleeder Kit
• Complete mounting hardware and fasteners
• Comprehensive installation instructions

Key Features

• Revolutionary pedal linkage design maintains stock clutch pedal pivot point while dramatically reducing pedal effort
• Long-stroke 0.700" bore master cylinder with 1.4" stroke generates optimal fluid volume for external and internal slave systems
• Mounts using stock clutch rod linkage hole location - no firewall modifications required
• Remote black billet aluminum reservoir mounts separately on firewall for clean, professional installation
• Firewall-mounted linkage plate distributes load and reduces stress on original firewall structure
• Compatible with T-5, TKX, and T-56 Magnum transmission conversions plus most aftermarket hydraulic release bearings
• Includes One-Man-Bleeder Kit for simplified system bleeding
• Made in the USA

Description

Converting your classic '61-'66 Ford F-Series truck to a modern manual transmission shouldn't mean fighting a heavy clutch pedal. The Light Foot Series Hydraulic Master Kit solves the most common problem with hydraulic conversions: excessive pedal effort caused by improper bore sizing and mounting geometry. The common approach uses oversized 3/4" or 7/8" bore by 1" stroke masters connected directly to the clutch pedal, creating punishing pedal loads and requiring elevated mounting points that interfere with firewall structure and pedal assemblies.

MDL's revolutionary linkage design matches pedal travel with a long-stroke master cylinder for dramatically reduced clutch pedal load. The precision-engineered linkage creates mechanical advantage while allowing the 0.700" bore, 1.4" stroke master to operate at optimal efficiency. This combination delivers significantly reduced pedal effort without sacrificing clutch feel or control precision. The system maintains your truck's original clutch rod hole location and pedal pivot point, preserving the factory pedal geometry you're accustomed to while adding modern hydraulic actuation.

The 0.700" bore master cylinder generates ample fluid volume to operate most aftermarket external slave cylinders and hydraulic release bearings found in TREMEC transmission swaps. The remote black billet aluminum reservoir mounts independently on the firewall, eliminating the bulk and complexity of integral reservoir designs while providing easy access for fluid level monitoring. The firewall-mounted linkage plate distributes operating loads across a larger area, reducing stress concentrations on original firewall metal.

Installation leverages existing factory mounting points, making this kit compatible with original pedal assemblies and quality OE reproduction aftermarket pedals. The system works seamlessly with T-5, TKX, and T-56 Magnum transmission conversions, as well as stock clutch applications requiring hydraulic actuation. Note: This kit relies on factory components being in good working order - any modifications or damage to the firewall, pedal, or pedal hanger will affect master cylinder performance.

What's Included

• Precision-machined master cylinder with 0.700" bore and 1.4" stroke
• Black billet aluminum remote reservoir with mounting hardware
• Custom-engineered pedal linkage assembly
• Firewall mounting plate
• Hydraulic lines with fittings
• Complete mounting hardware
• One-Man-Bleeder Kit
• Comprehensive installation instructions

LF Series Hydraulic Clutch Master Kit | 1961-1966 Ford F-Series | 0.700" Bore

Key Features

• 0.700" bore x 1.4" stroke master cylinder generates optimal fluid volume for most slave cylinders
• Revolutionary mechanical linkage multiplies leverage for dramatically reduced pedal effort
• Maintains stock clutch pedal pivot point and rod hole location for factory pedal feel
• Remote silver billet aluminum reservoir mounts cleanly on firewall
• Compatible with most internal and external slave cylinders and hydraulic release bearings
• Long-stroke design minimizes firewall loading compared to conventional short-stroke systems
• Includes One-Man-Bleeder kit for simplified installation and maintenance
• Made in the USA

Description

Converting your '61-'66 Ford F-Series to modern hydraulic clutch actuation typically means fighting heavy pedal pressure and firewall interference. Traditional hydraulic conversions bolt a 3/4" or 7/8" bore master cylinder directly to the pedal with a short 1" stroke--this creates excessive pedal effort, requires mounting the cylinder higher than the stock clutch rod hole, and causes interference with the firewall and pedal assembly. The LF Series solves all of these problems with a precision-engineered linkage system that transforms how hydraulic clutch actuation works in your classic truck.

The engineering breakthrough is MDL's mechanical pedal linkage. Instead of mounting the master cylinder directly to the pedal, this linkage creates leverage that matches pedal travel with the master cylinder's long 1.4" stroke. The result is dramatically reduced pedal effort while using the stock clutch rod hole location. The 0.700" bore paired with that long stroke generates sufficient fluid volume to actuate most aftermarket external slave cylinders and internal hydraulic release bearings without requiring excessive pedal travel.

The remote silver billet aluminum reservoir mounts separately on the firewall, eliminating the bulk of integral reservoir designs and providing a clean, professional installation. The system uses standard DOT 3 or 4 brake fluid and includes MDL's exclusive One-Man-Bleeder kit for straightforward bleeding without a helper. If your clutch pedal bottoms out or feels spongy, check the master cylinder throw distance (should be 1.4") and adjust the clevis and pedal height as needed.

This kit is designed for 1961-1966 Ford F-Series trucks and works with original factory clutch pedals and quality OE reproduction assemblies. Note that proper function depends on factory components being in good working order--any modifications or damage to the firewall, pedal, or pedal hanger will affect master cylinder performance. Proudly made in the USA with lifetime technical support from MDL's drivetrain specialists.

Kit Includes

• 0.700" bore x 1.4" stroke aluminum master cylinder
• Mechanical pedal linkage assembly with clevis
• Remote silver billet aluminum reservoir
• Reservoir lines and fittings
• Complete mounting hardware and brackets
• One-Man-Bleeder kit
• Comprehensive installation instructions
• Lifetime technical support from MDL

LF Series Hydraulic Clutch Master Kit | 1967-1972 Ford F-Series | 0.700" Bore

Key Features

• 0.700" bore x 1.4" stroke master cylinder delivers 0.539 cubic inches of fluid volume - optimized for aftermarket external and internal slave systems
• Firewall-to-dash support bracket eliminates flex from thin OE sheet metal - creates a solid, bind-free mounting platform
• Direct-to-pedal mounting preserves stock clutch pedal pivot point for familiar pedal feel
• Integral reservoir design keeps the firewall clean and simplifies installation
• Optimizes full pedal stroke for maximum leverage and light pedal effort
• Compatible with industry-standard external slave cylinders and hydraulic release bearings
• Works with original factory clutch pedals and OE reproduction aftermarket pedals
• Includes MDL exclusive One-Man-Bleeder Kit for simplified system bleeding
• Made in the USA

Description

Converting your 1967-1972 Ford F-Series to hydraulic clutch actuation eliminates the slop, adjustment hassles, and inconsistent feel of worn mechanical linkage. The MDL LF Series Master Cylinder Kit delivers a complete bolt-on hydraulic retrofit engineered specifically for the structural limitations and space constraints of these classic trucks.

The core engineering challenge with '67-'72 F-Series trucks is the notoriously thin factory firewall sheet metal. Under clutch pedal load, that thin steel flexes - robbing you of consistent pedal feel and accelerating component wear. MDL's design solves this with a support bracket that spans from the firewall to the dash structure, creating a rigid mounting platform that eliminates flex and ensures consistent hydraulic pressure transfer every time you push the pedal.

The 0.700" bore paired with a 1.4" stroke generates 0.539 cubic inches of fluid volume per stroke - the sweet spot for modern aftermarket slave cylinders and hydraulic release bearings. This combination delivers smooth, light pedal effort while providing the fluid displacement needed for complete clutch release. The integral reservoir keeps brake fluid contained within the engine bay and eliminates the complexity and potential leak points of remote reservoir plumbing.

Direct pedal mounting preserves the stock pivot geometry, so the pedal feels familiar while optimizing the full stroke for maximum mechanical advantage. This kit requires factory firewall, pedal assembly, and pedal hanger to be in serviceable condition - any prior modifications or damage will affect master cylinder performance. Uses DOT 3 or DOT 4 brake fluid. Made in the USA with lifetime technical support included.

Kit Includes

• 0.700" bore x 1.4" stroke master cylinder with integral reservoir
• Firewall-to-dash support bracket
• Direct-to-pedal mounting linkage
• All mounting hardware and brackets
• MDL One-Man-Bleeder Kit
• Comprehensive installation instructions
• Lifetime technical support

Key Features

• Firewall-to-dash support bracket eliminates flex on thin F-Series sheet metal
• Mechanical linkage uses original clutch rod hole for seamless installation
• 0.700" bore with 1.4" stroke generates enough fluid volume for most aftermarket external or internal slave systems
• Remote black plastic reservoir mounts to firewall for clean installation
• Delivers smooth, light pedal feel with full clutch control
• Compatible with factory and reproduction clutch pedals
• Includes One-Man-Bleeder Kit for easy system bleeding
• Made in the USA

Description

Converting a '67-'72 Ford F-Series to hydraulic clutch actuation eliminates the heavy pedal effort and inconsistent engagement that plague mechanical linkage systems. The LF Series Master Cylinder Kit addresses the unique challenges of this truck generation, starting with Ford's notoriously thin firewall sheet metal that flexes under clutch pedal pressure--a common complaint that undermines pedal feel and clutch control.

The kit's engineering centers on a support bracket that ties the firewall to the dash structure, creating a rigid mounting point that eliminates flex entirely. The mechanical linkage design uses the original clutch rod hole, maintaining proper geometry while providing mechanical advantage to reduce pedal effort. The 0.700" bore paired with 1.4" stroke generates enough fluid volume to support most aftermarket external or internal slave systems while delivering a smooth, light pedal feel.

Unlike direct-mount systems that require firewall modifications and often result in binding, this kit's linkage allows the master cylinder to remain perpendicular to the firewall while maximizing pedal stroke utilization. The remote black plastic reservoir keeps brake fluid away from firewall heat and provides convenient access for maintenance. Every component is designed as part of a complete system--not a collection of universal parts adapted for the application.

Fits 1967-1972 Ford F-Series trucks using factory or reproduction clutch pedals. Uses DOT 3 or 4 brake fluid only. This kit relies on factory components being in good working order; any modifications or damage to the firewall, pedal, or pedal hanger will affect master cylinder performance. Made in the USA with comprehensive installation instructions and lifetime technical support.

What's Included

• 0.700" bore master cylinder with 1.4" stroke
• Mechanical linkage assembly with clevis and hardware
• Firewall-to-dash support bracket with mounting hardware
• Black plastic remote reservoir with mounting bracket and hose
• Hydraulic lines
• One-Man-Bleeder Kit
• Comprehensive installation instructions
• Lifetime technical support

Key Features

• 0.700" bore x 1.4" stroke master cylinder delivers optimal fluid displacement for most slave systems
• Firewall support bracket ties directly to dash structure, eliminating flex in thin factory sheetmetal
• Direct pedal linkage retains factory clutch pedal and utilizes existing clutch rod hole where possible
• Remote-mount billet aluminum reservoir in black anodized finish for clean underhood appearance
• Small-bore, long-stroke design minimizes firewall loading while maximizing pedal effort reduction
• Compatible with most internal and external hydraulic slave cylinders
• One Man Bleeder Kit included for simplified system bleeding
• Made in the USA with one-year manufacturer's warranty and lifetime tech support

Description

Converting your 1967-1972 Ford F-Series pickup to modern hydraulic clutch control presents a unique engineering challenge: the factory firewall's thin-gauge steel flexes under pedal pressure, robbing you of consistent engagement and confident pedal feel. The MDL LF Series Master Cylinder Kit solves this problem with a purpose-built firewall support bracket that ties directly to the dash structure, creating a rock-solid, flex-free mounting point for precise, repeatable clutch actuation.

At the heart of this system is a 0.700" bore master cylinder with 1.4" stroke--a small-bore, long-stroke design that delivers the fluid volume most hydraulic slave systems require while keeping pedal effort light. The direct pedal linkage connects to your factory clutch pedal and retains proper geometry for unrestricted cylinder travel. By using the factory full swing of the pedal, the system provides maximum leverage and full clutch control, transforming the driving experience in your vintage truck.

The remote-mount billet aluminum reservoir features a black anodized finish for a clean, custom appearance under the hood while providing installation flexibility. The kit is designed to work with your factory clutch pedal assembly and utilizes the existing clutch rod hole where possible, making installation straightforward for both daily drivers and performance builds.

This kit requires factory components to be in good working order--any modifications or damage to the firewall, pedal, or pedal hanger will affect master cylinder performance. Pair this master kit with MDL LF Series external slave cylinders or Tilton Engineering internal hydraulic release bearings for a complete hydraulic clutch solution. Made in the USA and backed by lifetime technical support from Modern Driveline.

What's Included

• 0.700" bore x 1.4" stroke master cylinder
• Firewall support bracket with mounting hardware
• Direct pedal linkage assembly
• Remote-mount billet aluminum reservoir, black anodized finish
• Hydraulic lines and fittings
• One Man Bleeder Kit
• Complete installation instructions
• Lifetime technical support

Key Features

• 0.700" bore x 1.4" stroke master cylinder generates 0.539 cubic inches of fluid volume per stroke
• Firewall support bracket ties firewall to dash structure, eliminating flex under pedal load
• Direct pedal linkage delivers light pedal effort and precise engagement feel
• Compatible with original factory clutch pedal and OE reproduction aftermarket pedals
• Silver billet aluminum remote reservoir keeps firewall clean and simplifies installation
• Works with most internal and external slave cylinder systems
• One-Man-Bleeder Kit included for solo bleeding without an assistant
• Made in the USA

Description

Converting your 1967-1972 Ford F-Series to modern hydraulic clutch actuation eliminates the binding, constant adjustment, and heavy pedal effort that plague mechanical linkages in these classic trucks. The MDL LF Series Master Kit addresses the unique challenges of F-Series installations—starting with the notoriously thin factory firewall that flexes under pedal pressure and robs you of consistent clutch feel.

The engineering centers on a firewall support bracket that ties the firewall to the dash structure, creating a rigid mounting platform that eliminates flex entirely. The 0.700" bore combined with 1.4" stroke delivers 0.539 cubic inches of fluid displacement per stroke—optimal volume for most aftermarket slave systems while the small bore and long stroke design keeps pedal effort light and controllable. The direct pedal linkage bypasses stock clutch rod complexity while preserving original pedal mounting points.

The silver billet aluminum remote reservoir mounts cleanly away from the firewall, simplifying both installation and ongoing maintenance access. The system runs on standard DOT 3 or DOT 4 brake fluid with no need for high-temperature formulations. Each kit includes comprehensive instructions and MDL's unique One-Man-Bleeder Kit that eliminates the need for an assistant during system bleeding.

This kit relies on factory components being in good working order—any modifications or damage to the firewall, pedal, or pedal hanger will affect master cylinder performance. Made in the USA with lifetime technical support included.

What's Included

• 0.700" bore x 1.4" stroke master cylinder
• Firewall support bracket assembly
• Direct pedal linkage hardware
• Silver billet aluminum remote reservoir
• Hydraulic lines and fittings
• One-Man-Bleeder Kit
• Mounting hardware
• Comprehensive installation instructions
• Lifetime technical support

Key Features

• Billet aluminum body and piston precision-machined in-house at Tilton Engineering
• Stainless steel threaded sleeve provides nearly 1.25" of height adjustment (1.77" to 3.00")
• Slip-on installation over stock bearing retainer - no modifications required
• High-temperature mono-seal design with quad tensioner ensures proper seal tension
• Constant contact design self-adjusts for clutch wear, maintaining consistent pedal feel
• Flat face bearing with 1.71" to 3.03" contact diameter fits 8.5" to 11" bent-finger and lever-type clutches
• Full 0.7" piston travel for maximum clutch engagement range
• Double O-ring swivel fittings thoroughly tested to prevent leakage
• Complete kit - steel braided lines, union fitting, and anti-rotation hardware included
• Requires 1.430" bearing retainer guide tube diameter

Description

External slave cylinders create clearance headaches and bellhousing compatibility issues that derail Ford TKO and TKX swaps. The Tilton 6000 Series Hydraulic Release Bearing eliminates those problems entirely. This internal hydraulic design slips directly over the transmission's bearing retainer - no machining, no adapter plates, no fighting for space. The result is a clean installation that works with most bellhousings, including original 4-speed and big block bells that external slaves can't accommodate.

Tilton builds this bearing to race-proven standards. The billet aluminum body and piston are precision-machined in-house at Tilton Engineering, then fitted with a high-temperature mono-seal that incorporates a quad tensioner to maintain proper seal tension under extreme conditions. The constant contact design keeps the bearing face against the pressure plate fingers at all times - no gap to manage, no adjustment as the clutch wears. Pedal feel stays consistent from fresh install through the clutch's entire service life.

The stainless steel threaded adjustment sleeve delivers nearly 1.25" of height adjustability, accommodating bearing heights from 1.77" to 3.00" to work with a wide range of clutch configurations. The flat face bearing design with 1.71" to 3.03" contact diameter is engineered for 8.5" to 11" bent-finger and lever-type pressure plates. With 0.7" of piston travel, this bearing handles aggressive clutch setups without running out of stroke.

Compatible with Ford TKO and TKX transmissions with 1.430" bearing retainer guide tube diameter. Will not work with big-input Toploaders. For a complete hydraulic clutch system, pair with an MDL LF Series Master Clutch Kit and a steel braided line of appropriate length (24" recommended for most applications).

What's Included

• Tilton 6000 Series hydraulic release bearing with billet aluminum body and piston
• Stainless steel threaded adjustment sleeve
• Steel braided supply line with AN4 fittings
• Steel braided bleed line with fittings
• Union fitting for main supply line connection
• Anti-rotation bolt
• High-strength transmission retainer bolt
• Installation instructions
• MDL lifetime technical support

Key Features

• 30-inch length with 1/4-inch ID stainless steel braided construction
• Teflon (PTFE) inner lining for chemical resistance and smooth fluid flow
• Clear plastic outer coating protects braid while maintaining clean appearance
• Straight -4AN female stainless steel fittings permanently crimped on both ends
• Pressure tested for quality assurance
• 100% made in the USA

Description

Factory plastic clutch lines deteriorate under heat and age, leading to spongy pedal feel and inconsistent clutch engagement. This premium stainless steel braided hydraulic line eliminates that weak link with high-strength construction rated for racing and high-heat applications. The Teflon inner lining delivers chemical compatibility with all brake fluids while providing smooth, unrestricted fluid flow that translates directly to crisp pedal response.

The stainless steel braid resists expansion under pressure—a critical factor in hydraulic clutch performance. Unlike rubber lines that balloon slightly under load, braided stainless maintains consistent internal volume for immediate, predictable clutch actuation. The clear plastic outer coating shields the braid from road debris and corrosion while preserving the polished stainless appearance gearheads expect in a quality engine bay.

This is the same 30-inch hydraulic line included in MDL's LF Series slave cylinder kits, proven across thousands of transmission swaps from mild street builds to extreme-duty track cars. Straight -4AN female fittings on both ends provide universal compatibility with hydraulic clutch systems, master cylinders, and slave cylinders across Ford, GM, and Mopar applications. Whether you're completing a TREMEC five or six-speed swap or upgrading your existing hydraulic clutch setup, this line delivers the durability and pedal feel your build demands.

What's Included

• One 30-inch stainless steel braided hydraulic line with Teflon (PTFE) lining
• Clear plastic protective coating over stainless braid
• Two straight -4AN female stainless steel fittings (permanently crimped)
• Manufacturer's warranty

Key Features

• Tubular construction delivers superior stiffness and strength over stamped steel OEM crossmembers
• Designed specifically for Crown Vic front clip conversions on 34-inch wide frame rails
• Bolt-on mounting brackets provide total freedom over driveline height and angle
• Custom adjustable transmission mount allows fine-tuning of installation geometry
• Single tube design maximizes stiffness without adding excess weight
• Powder-coated finish for corrosion resistance and long-term durability
• Compatible with AOD, AODE, 4R70W, C4, C6, T-5, T-45, T-56, TKO, 3550, 3560, TH350, TH400, and Powerglide transmissions
• No welding required - mounts with included bolt-on brackets
• Made in the USA by Stifflers Chassis & Suspension

Description

Crown Vic front clip conversions deliver modern independent front suspension and rack-and-pinion steering to classic Ford F-Series trucks, but they create a significant challenge: the driveline now sits centered on the frame rather than offset like the factory setup. The OEM transmission crossmember wasn't designed for this geometry, leaving builders to fabricate solutions or compromise on driveline angles. This Stifflers tubular transmission crossmember solves that problem with a purpose-built design for 1948-1979 Ford F-1, F-100, and F-150 trucks running 34-inch wide frame rails with Crown Vic clip conversions.

The single tube construction offers far greater stiffness and strength than the stamped steel factory crossmember, eliminating flexing under power that causes driveline vibration and premature wear on U-joints and transmission mounts. Bolt-on mounting brackets provide complete adjustability over driveline height and angle without any welding or fabrication - critical when adapting modern transmissions to vintage chassis geometry. The custom adjustable transmission mount allows further fine-tuning to dial in the perfect transmission position for smooth, vibration-free operation.

Stifflers engineered this crossmember specifically for the centered driveline position that Crown Vic clip swaps create. Rather than trying to modify a Mustang crossmember or fabricate a one-off solution, you get a bolt-in piece that addresses the unique requirements of this popular conversion. The powder-coated finish protects against corrosion, and the entire design keeps weight to a minimum while delivering maximum strength.

This crossmember works with virtually any transmission you might install in your F-Series build, including AOD, AODE, 4R70W, C4, C6, T-5, T-45, T-56, TKO, 3550, 3560, TH350, TH400, and Powerglide units. Designed and manufactured in the USA by Stifflers Chassis & Suspension - a company founded by former IndyCar engineers who bring professional-level engineering to enthusiast suspension and drivetrain components.

What's Included

• Stifflers tubular transmission crossmember with powder-coated finish
• Bolt-on mounting brackets
• Custom adjustable transmission mount
• Hardware and installation instructions

MDL Transmission Mount for Early 60's Ford,

Fits:

• Galaxie
• F Series Truck thru 1976
• Fairlane thru 1965

This High-quality mount is, precision welded & powder coated to last.

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Key Features

• 1-7/8in. diameter classic shift ball with authentic muscle car era styling
• High-gloss black polymer resin construction with molded-in brass thread insert
• Engraved 5-speed shift pattern with reverse lower right - permanent inlay design that won't wear off
• 16mm x 1.50 master thread for universal compatibility via thread reducing inserts (sold separately)
• Compatible with MD-313 series thread reducing inserts for fitment to most shifters
• Made in USA

Description

When your shifter needs the finishing touch that screams performance, this classic 5-speed black shift ball delivers the authentic muscle car aesthetic that's been the industry standard for over 50 years. The instant you grip this knob.

Constructed from high-gloss, high-strength polymer resin, this shift ball features an engraved 5-speed shift pattern (reverse lower right) that's permanently inlaid - the graphics are subsurface and cannot wear off from repeated use. The molded-in brass thread insert ensures the threads won't strip under hard shifting forces, while the 1-7/8in. diameter provides the perfect grip size for precise gear changes.

The 16mm x 1.50 master thread makes this shift ball universally compatible when paired with Modern Driveline's thread reducing inserts. Whether you're running a Mustang T5, GM transmission, or aftermarket shifter with different thread specs, the appropriate MD-313 series reducer (sold separately) allows this classic shift ball to mount securely on virtually any manual shifter. Simply select the reducing insert and jam nut kit that matches your shift lever's thread pitch.

Kit Includes

• One 5-speed black shift ball with engraved shift pattern (reverse lower right)
• Brass thread insert (16mm x 1.50) molded into ball
• Jam nut for secure mounting

Note: Thread reducing insert required for most applications - see MD-313 series kits sold separately.

Key Features

• 1-7/8-inch diameter black shift ball with white 5-speed shift pattern and MDL logo
• 16mm x 1.50 brass master insert exceeds 200 ft. lbs. static pull and 20 ft. lbs. twist torque
• High-impact polymer resin formulated for performance-level torque and temperature demands
• Subsurface graphics embedded beneath the surface - cannot wear off or fade
• Lightweight 4-ounce construction for reduced shift effort
• Precision-machined and polished to a high-gloss finish
• Includes jam nut for secure installation
• Thread adapters available for virtually any shift lever configuration
• Made in the USA

Description

Upgrade your interior with this premium 5-speed shift ball featuring the MDL logo - a clean, purposeful look that signals you mean business under the hood. Built from specially formulated high-impact polymer resin designed specifically for automotive applications, this shift ball delivers the durability and temperature resistance needed for performance driving while maintaining a premium appearance that won't crack or fade over time.

The 1-7/8-inch diameter provides an ideal grip size for quick, confident shifts. Unlike cheap decals or surface printing, the white 5-speed shift pattern graphics are embedded beneath the surface - they're part of the ball itself and physically cannot wear away. The precision-machined 16mm x 1.50 brass master insert exceeds automotive industry standards with over 200 ft. lbs. static pull strength and 20 ft. lbs. twist torque resistance, ensuring rock-solid attachment to your shift lever even under aggressive driving conditions.

At just 4 ounces, this lightweight design reduces shift effort while the polymer construction provides excellent grip characteristics in all weather conditions - no burning your hand on hot summer days or freezing on cold mornings. The included jam nut ensures secure installation. For shift levers with different thread sizes, MDL stocks a full range of thread adapters - just confirm your shift lever thread size when ordering so we can recommend the correct adapter for your application.

Manufactured in the USA by a company that has been producing precision shift knobs since 1952, this ball represents decades of engineering refinement focused on quality, precision, and style. The polymer resin is specifically formulated for the automobile industry to resist stress cracks with aging - a common failure point in lesser shift knobs.

What's Included

• Black polymer resin shift ball with white 5-speed pattern and MDL logo
• 16mm x 1.50 brass master insert (pre-installed)
• Jam nut

Key Features

• Premium 1-7/8" diameter white polymer shift ball with crisp 5-speed pattern graphics
• High-impact polymer resin engineered for performance torque and temperature demands
• Subsurface graphics permanently embedded beneath the surface - cannot wear off or fade
• 16mm x 1.5mm brass master insert exceeds 200 ft-lbs static pull and 20 ft-lbs twist torque specs
• Compatible with metric and SAE shifter threads via thread reducers (sold separately)
• Lightweight 4-ounce design for reduced shifter mass and quicker throws
• Precision-machined and polished to a high-gloss finish
• Made in the USA

Description

Upgrade your shifter with this precision-engineered white 5-speed shift ball featuring the MDL logo. This isn't bargain-bin plastic - it's crafted from a specially formulated high-impact polymer resin developed specifically for automotive applications. The material resists stress cracking from temperature cycling and age, a common failure point in cheaper shift knobs that see years of daily use and abuse.

The 1-7/8" diameter provides optimal palm grip for aggressive shifting, while the 5-speed pattern graphics are permanently embedded below the polished surface where heat, UV exposure, and thousands of shifts can't touch them. The precision-machined brass master insert threads directly onto 16mm x 1.5mm shift levers, and with MDL's thread reducers, you can adapt this shift ball to virtually any metric or SAE threaded shifter - just know your shift lever's thread size when ordering so we can recommend the correct adapter.

At just 4 ounces, this shift ball reduces rotating mass compared to heavy solid alternatives, translating to slightly quicker shift action without sacrificing durability. The brass insert exceeds automotive industry specifications for 200 ft-lbs static pull and 20 ft-lbs twist torque resistance - it's not coming loose under hard use. Proudly made in the USA.

What's Included

• White 5-speed polymer shift ball with subsurface graphics and MDL logo
• 16mm x 1.5mm brass master insert (installed)
• Brass jam nut

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

• Precision-machined polished aluminum construction for premium feel and lasting durability
• Laser-engraved 5-speed shift pattern with black highlighting for quick gear recognition
• 2-1/8" diameter provides optimal palm grip and positive shifter control
• 16mm x 1.50 threaded mounting compatible with MDL thread reducing adapters for universal fitment
• 4-ounce weight engineered for smooth, balanced shifts
• Black-filled pattern graphics resist wear and fading

Description

Ditch the factory plastic and upgrade to a shift ball that matches your build. This polished aluminum 5-speed shift ball delivers the premium feel and durability that serious drivers demand, with a mirror finish that looks as good as it shifts.

The 16mm x 1.50 thread mounting is designed to work with MDL's thread reducing adapters, allowing you to fit this ball on virtually any manual transmission shifter regardless of the original thread pitch. Whether you're running a TREMEC TKX, TKO, T5, or an OEM 5-speed, the right thread reducer gets this ball on your stick. MDL stocks adapters for common applications including 12mm-1.25, 12mm-1.75, 9mm-1.25, 5/16"-18, and 3/8"-16 shifter threads.

At 2-1/8" diameter, this shift ball fills your palm comfortably for confident gear changes during spirited driving. The laser-cut 5-speed pattern features black highlighting that makes gear selection intuitive even in low-light cockpits. The polished aluminum surface cleans up easily and won't degrade from heat or UV exposure like plastic alternatives.

What's Included

• Polished aluminum shift ball with laser-engraved 5-speed pattern and black-filled graphics
• 16mm x 1.50 threaded mounting insert

Note: Thread reducing adapters sold separately.

R-Series 5-Speed Black Shift Ball with Pearl-Gray Racing Stripe

Key Features

• 2-1/8" diameter high-impact polymer resin engineered for performance-level torque and temperature demands
• Subsurface pearl-gray racing stripe graphics permanently inlaid beneath the surface - cannot wear, fade, or peel
• 16mm x 1.50 solid brass master insert exceeds 200 ft-lbs static pull and 20 ft-lbs twist torque industry specs
• Precision-machined and polished to a high-gloss finish
• 4-ounce weight for optimal shift feel without excessive mass
• Made in the USA with proprietary polymer resin formulated to resist stress cracking

Description

Ditch the factory plastic shift knob that cracks, fades, and looks tired after a few seasons. This R-Series shift ball is built from specially formulated high-impact polymer resin designed specifically for the automotive industry - engineered to handle performance-level torque loads and temperature extremes without developing stress cracks over time.

The pearl-gray racing stripes that wrap around this 2-1/8" diameter ball are not painted, printed, or applied as decals. They are permanently inlaid beneath the surface during manufacturing, giving you graphics that physically cannot wear off no matter how many miles you put on the car. The entire surface is precision-machined and polished to a high-gloss finish that maintains its showroom appearance under daily use.

At the core sits a 16mm x 1.50 solid brass master insert that exceeds the automotive industry specification of 200 ft-lbs static pull and 20 ft-lbs twist torque - this knob is not coming loose. The included brass jam nut locks everything down tight. Thread adapters are available if your shifter uses a different thread pattern.

Direct fitment for 2011-2017 Mustang V6, 2015-2022 Mustang EcoBoost, 2011-2022 Mustang GT, 2012-2013 Mustang Boss 302, 2014-2019 Fiesta ST, 2013-2018 Focus ST, and 2016-2018 Focus RS models. Note: Not compatible with 2011-2014 Shelby GT500s or 2015-2020 Shelby GT350/GT350R Mustangs (different thread pattern required). Made in the USA.

Kit Includes

• R-Series 2-1/8" black shift ball with pearl-gray racing stripe graphics
• 16mm x 1.50 solid brass master insert (installed)
• Brass jam nut

Key Features

• Subsurface white racing stripe graphics that cannot wear off
• Specially formulated high-impact polymer resin designed for performance-level torque and temperature requirements
• 16mm x 1.50 brass master insert exceeds 200 ft-lb static pull and 20 ft-lb twist torque specs
• 2-1/8" diameter professional racing design
• 4-ounce weight for optimal shift feel
• Precision machined and polished to a high-gloss finish
• Stress-crack resistant polymer formulated specifically for automotive use
• Made in the USA

Description

Upgrade your interior with this R-Series 5-speed shift ball featuring a classic white racing stripe on black polymer resin. The clean stripe graphic runs across the top of the ball without intersecting the 5-speed shift pattern, delivering a professional motorsport aesthetic that complements any performance build.

This shift ball is constructed from specially formulated high-impact polymer resin specifically designed to meet performance-level torque and temperature requirements. Unlike cheap plastic alternatives, this polymer is formulated specifically for the automotive industry to resist stress cracking with age. The white stripe graphics are subsurface--embedded in the material itself--so they cannot wear off even after years of hard shifting.

The 16mm x 1.50 brass master insert exceeds automotive industry specifications of 200 ft-lb static pull and 20 ft-lb twist torque, ensuring the knob stays locked to your shift lever under aggressive driving. At 4 ounces, this shift ball provides the right heft for positive shift engagement without being too heavy for rapid-fire gear changes. The polymer construction is precision machined and polished to a high-gloss finish for a quality look and feel.

Direct fitment for 2011-2017 Mustang V6, 2015-2022 Mustang EcoBoost, 2011-2022 Mustang GT, 2012-2013 Boss 302, 2014-2019 Fiesta ST, 2013-2018 Focus ST, and 2016-2018 Focus RS models. Not compatible with 2010-2014 GT500 (requires 10mm x 1.25 thread) or 2015-2020 GT350/GT350R models. Thread reducers available separately for other applications. Made in the USA by a manufacturer that has been shifting gears since 1952.

What's Included

• R-Series black polymer shift ball with white racing stripe (2-1/8" diameter)
• 16mm x 1.50 brass master insert (installed)
• Brass jam nut

Key Features

• High-impact polymer resin engineered for performance-level torque and temperature demands
• 2-1/8" diameter with 4-ounce lightweight construction
• Subsurface graphics permanently embedded -- will not wear, chip, or fade
• 16mm x 1.50 brass master insert with jam nut included
• Clean racing stripe design without shift pattern markings
• Direct fit for 2011-2022 Mustang, Fiesta ST, Focus ST, and Focus RS applications
• Made in the USA by a manufacturer with 65+ years of shifter expertise

Description

The factory shift knob is one of the most-touched surfaces in your cockpit, and worn plastic or faded graphics detract from an otherwise clean interior. The R-Series 5-Speed Shift Knob delivers a premium upgrade with subsurface graphics that cannot wear off, chip, or fade under years of hard use. The gray base with white racing stripe offers a clean, period-correct aesthetic that works equally well in restored classics and modern performance builds.

Built from specially formulated high-impact polymer resin, this shift knob meets performance-level requirements for both torque resistance and temperature stability. The material will not develop stress cracks with age, and the brass master insert exceeds automotive industry specifications. At just 4 ounces, the lightweight construction delivers responsive shifting feel without adding unnecessary mass to the shift lever.

The 2-1/8" diameter provides an optimal grip size for quick, confident shifts. This design omits shift pattern markings, giving you a clean look that suits any 5-speed application. The 16mm x 1.50 brass master insert threads directly onto factory Ford shift levers, with a jam nut included for secure installation. Thread adapters are available separately for applications requiring different thread sizes.

Compatible with 2011-2017 Mustang V6, 2015-2022 Mustang EcoBoost, 2011-2022 Mustang GT, 2012-2013 Boss 302, 2014-2019 Fiesta ST, 2013-2018 Focus ST, and 2016-2018 Focus RS. Not compatible with 2011-2014 Shelby GT500 (requires 10mm x 1.25 thread) or 2015-2020 Shelby GT350/GT350R. Made in the USA.

What's Included

• R-Series gray polymer resin shift knob with white racing stripe
• 16mm x 1.50 brass master insert (installed)
• Jam nut

R-Series 5-Speed White Shift Ball | Black Racing Stripe | 2-1/8" | 16mm Insert

Key Features

• R-Series premium 2-1/8" diameter white polymer resin with black racing stripes that do not intersect the shift pattern
• 16mm x 1.50 solid brass master insert exceeds auto industry specs: 200 ft. lbs. static pull and 20 ft. lbs. twist torque
• Subsurface graphics that cannot wear off, fade, or peel
• High-impact polymer resin engineered to resist stress cracks and withstand performance-level torque and temperature
• 4-ounce weight provides positive shift engagement without excessive heat retention
• Compatible with 2011-2022 Mustang, Focus ST/RS, and Fiesta ST via thread reducers
• Made in the USA

Description

Ditch the hollow factory plastic and upgrade to an R-Series shift ball built to perform. This 2-1/8" diameter white shift knob features bold black racing stripes that frame the 5-speed shift pattern without crossing through it -- a clean, purposeful design that looks right in any classic muscle car, late-model pony car, or hot hatch interior.

The engineering starts where it counts: at the 16mm x 1.50 solid brass master insert. This insert exceeds the auto industry's specification of 200 ft. lbs. static pull and 20 ft. lbs. twist torque, so it won't strip, spin, or work loose no matter how hard you bang through gears. The polymer resin body is specially formulated to resist stress cracks with aging and handles the temperature swings and abuse of daily driving and track use alike.

Unlike painted or printed shift knobs that wear through to bare plastic within a season, the R-Series uses subsurface graphics embedded beneath the polished surface. The stripes and shift pattern cannot wear off, fade, or peel -- they're part of the knob itself. At 4 ounces, the weight delivers positive shift engagement and tactile feedback without the palm-burning heat retention of metal alternatives on summer days.

Fits 2011-2017 Mustang V6, 2015-2022 Mustang EcoBoost, 2011-2022 Mustang GT, 2012-2013 Mustang Boss 302, 2014-2019 Fiesta ST, 2013-2018 Focus ST, and 2016-2018 Focus RS when paired with appropriate thread reducers (sold separately). Not compatible with 2010-2014 Shelby GT500, 2015-2020 Shelby GT350, or GT350R Mustangs due to different thread requirements. Built in the USA by a manufacturer that has been shifting gears since 1952.

What's Included

• R-Series white shift ball with black racing stripes (2-1/8" diameter)
• 16mm x 1.50 solid brass master insert (pre-installed)
• Brass jam nut

Key Features

• High-impact polymer resin construction engineered for performance-level torque and temperature demands
• Subsurface graphics permanently embedded during manufacturing - cannot wear, chip, or fade
• 16mm x 1.50 brass master insert with included jam nut for secure, rattle-free mounting
• Lightweight 4-ounce design reduces shift effort and improves tactile feedback
• 2-1/8" diameter provides optimal palm grip for quick, confident shifts
• 5-speed shift pattern - gray rally stripes do not intersect the gear graphics
• Direct fit for 2011-2022 Mustang GT, V6, EcoBoost, Boss 302, plus Focus ST/RS and Fiesta ST
• Made in the USA

Description

Upgrade your interior with the R-Series 5-speed shift ball, combining classic rally-inspired aesthetics with materials engineered for years of aggressive shifting. The white polymer resin body with dual gray racing stripes delivers that authentic motorsports look while the specially formulated high-impact resin handles the thermal cycling and mechanical stress of performance driving without cracking, fading, or becoming brittle.

Unlike cheap printed or decal-based shift knobs, the R-Series features subsurface graphics that are embedded into the resin during manufacturing. The 5-speed shift pattern and racing stripes are part of the knob itself - they cannot wear off, chip, or fade no matter how many miles you put on them. The stripes are positioned to complement the shift pattern without crossing through the gear graphics, maintaining a clean, professional appearance.

The 16mm x 1.50 brass master insert threads securely onto your shift lever, and the included jam nut locks everything in place to eliminate loosening or rattle. At just 4 ounces, this shift ball keeps rotating mass low for quicker shifts and better feedback through your hand. The 2-1/8" diameter fits naturally in your palm - large enough for positive grip, not so big it becomes awkward during spirited driving.

Compatible with 2011-2017 Mustang V6, 2015-2022 Mustang EcoBoost, 2011-2022 Mustang GT, 2012-2013 Boss 302, 2014-2019 Fiesta ST, 2013-2018 Focus ST, and 2016-2018 Focus RS. Not compatible with 2011-2014 Shelby GT500 (requires 10mm x 1.25 thread), 2015-2020 Shelby GT350, or GT350R. Thread adapters are available separately for applications with different shift lever threads. Made in the USA.

What's Included

• R-Series 5-speed shift ball in white high-impact polymer resin with gray rally stripes
• 16mm x 1.50 brass master insert (installed)
• Jam nut for secure mounting

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

• Direct bolt-on replacement for TREMEC T5, T45, TKX, T56 Magnum, TKO-500, and TKO-600 shifters
• Chrome-plated high-strength tubular steel construction
• 16-inch length with 30-degree single bend (6-inch back offset, 14.5-inch height)
• Standard 2-bolt flange with 3/8-inch holes on 7/8-inch center-to-center spacing
• Machined billet steel mounting stud, drilled and countersunk for clean appearance
• 3/8-24 threads for aftermarket shift knobs
• Includes metric cap screws for installation
• Manufacturer lifetime warranty
• Made in the USA

Description

Factory shift levers leave a lot to be desired—cheap plastic components, weak finishes, and ergonomics that feel like an afterthought. This Lokar chrome-plated steel shift lever delivers a direct bolt-on upgrade for TREMEC manual transmission shifters, combining show-quality appearance with high-strength steel durability.

The 16-inch tubular steel lever features a 30-degree single bend that positions the shift knob with a 6-inch back offset and 14.5-inch overall height. This geometry puts the knob right where your hand naturally falls, improving shift feel and cockpit ergonomics. The machined billet steel mounting stud is drilled and countersunk for the included metric cap screws, delivering the clean, smooth appearance that distinguishes a quality build from a parts-bin special.

Fitment uses the standard TREMEC 2-bolt flange pattern with 3/8-inch mounting holes on 7/8-inch center-to-center spacing. This works with T5, T45, TKX, TKO-500, TKO-600, T56 Magnum, and all TREMEC shifters that share this common mounting configuration. The 3/8-24 threaded top accepts most quality aftermarket shift knobs, so you can match the lever to your interior. Shift boots, bezels, and knobs are sold separately.

Lokar builds these levers in the USA and backs them with a lifetime manufacturer warranty. When you want chrome that stays chrome and steel that can handle aggressive shifting for years, this is the lever.

What's Included

• Chrome-plated high-strength tubular steel shift lever (16-inch, 30-degree single bend)
• Metric cap screws for mounting
• Lokar manufacturer lifetime warranty

Key Features

• Triple chrome-plated high-strength steel construction with iconic Hurst name stamping
• 11.12-inch height with 2.26-inch rearward setback - optimized for Tri-Five Chevy applications
• Standard 3/8"-16 threads accept all Hurst shift knobs and T-handles
• Two-bolt attachment - 0.375-inch bolt holes with 0.875-inch center spacing
• Fits Hurst Competition/Plus, Billet/Plus, and other two-bolt attachment shifters
• Classic round stick design - authentic Hurst styling since 1958

Description

When your Tri-Five Chevy needs the perfect shift lever placement, this Hurst chrome stick delivers the right combination of height and setback for 1955-1957 Chevrolet applications. The 11.12-inch overall height paired with 2.26 inches of rearward offset positions your shift knob exactly where it needs to be for comfortable, confident shifts in the legendary Bel Air, 150, 210, and Nomad interiors that defined an era.

Built from high-strength steel and finished with triple chrome plating, this shift lever carries the pedigree that made Hurst the go-to name in performance shifters since 1958. The iconic Hurst name stamped directly into the stick identifies this as genuine Hurst equipment - a detail that matters to anyone who takes their drivetrain seriously. The chrome plating provides lasting durability against corrosion while delivering the brilliant finish that complements classic interiors.

The round stick design incorporates standard 3/8"-16 threads at the top, maintaining full compatibility with the entire Hurst ecosystem of shift knobs and T-handles. The two-bolt mounting pattern uses 0.375-inch diameter holes spaced 0.875 inches center-to-center - the standard Hurst attachment configuration that fits Competition/Plus, Billet/Plus, and any other Hurst shifter utilizing two-bolt stick mounting. This makes it a direct replacement for worn or damaged levers on existing Hurst installations.

Whether you are restoring an original Hurst-equipped Tri-Five or completing a modern drivetrain swap with a classic aesthetic, this lever bridges authentic 1950s style with the durability expected from America's most recognized shifter brand.

What's Included

• One Hurst round chrome shift lever with stamped Hurst branding
• High-strength steel construction with triple chrome plating
• Standard 3/8"-16 threads for shift knob attachment

Key Features

• 11.12-inch height with 2.25-inch setback -- flat stick design for precise ergonomics
• Forged steel construction with triple chrome plating for durability and classic styling
• 3/8"-16 thread accepts all Hurst shift knobs and T-handles
• Two-bolt attachment fits Billet/Plus, Competition/Plus, and compatible Hurst shifters
• Bolt pattern: 3/8" holes on 7/8" spacing
• Iconic Hurst name stamped directly into the stick
• Application-specific geometry ideal for Tri-5 Chevrolet and Buick GS interiors

Description

Getting the shift knob in exactly the right spot matters -- especially in classic interiors where console dimensions, seat position, and steering wheel placement create a unique ergonomic equation. This Hurst Competition/Plus bolt-on shift stick delivers 11.12 inches of height with a 2.25-inch setback in a flat stick configuration, engineered to put the knob right where your hand naturally falls in Tri-5 Chevrolet and Buick GS applications.

Hurst builds these sticks from forged steel for rigidity under hard shifting, then applies triple chrome plating for corrosion resistance and that unmistakable classic Hurst appearance. The 3/8"-16 thread at the top accepts any Hurst shift knob or T-handle, letting you customize the final look and feel to match your build. The stamped Hurst name on the stick confirms authenticity and adds period-correct detail.

The two-bolt attachment pattern (3/8" holes on 7/8" spacing) makes this stick compatible with Billet/Plus, Competition/Plus, and other Hurst shifters that use the same mounting method. Installation is straightforward -- unbolt the old stick, bolt on the new one, thread on your preferred knob, and you're shifting. When your build demands specific shift geometry rather than a one-size-fits-all solution, this is the stick that gets the job done.

What's Included

• Hurst Competition/Plus shift stick (forged steel, triple chrome plated)
• 3/8"-16 threaded end for knob attachment

Key Features

• 15.5-inch height with 10.32-inch setback for precise positioning in non-console applications
• High-strength forged steel construction with triple chrome plating
• 3/8"-16 thread accepts Hurst shift knobs and T-handles
• Iconic Hurst name stamped on both sides of the stick
• 3/8" I.D. bolt holes with 7/8" center-to-center spacing
• Fits Competition/Plus, Billet/Plus, and other two-bolt attachment Hurst shifters
• Original-equipment replacement for 1962-1970 Mopar B-bodies without center console

Description

When your classic B-body Mopar or custom build demands a shifter stick with specific height and setback dimensions, this Hurst Competition/Plus lever delivers the exact geometry you need. The 15.5-inch height and 10.32-inch setback were engineered specifically for 1962-1970 Mopar B-bodies running without a center console - applications where standard-length sticks leave you reaching too far or too short for confident shifts.

Built from high-strength forged steel and finished with triple chrome plating, this shift lever carries the stamped Hurst name on both sides - the mark that has defined serious shifting since 1958. The forged construction handles the lateral loads of aggressive shifting without flexing or fatiguing, while the chrome finish resists corrosion and maintains its show-quality appearance.

The business end features 3/8"-16 threads, making it compatible with the full range of Hurst shift knobs and T-handles. Unlike slip-in factory sticks, this Competition/Plus lever uses the proven two-bolt attachment method with 3/8" I.D. bolt holes spaced 7/8" center-to-center. This design fits any Hurst shifter using the two-bolt stick attachment, including Competition/Plus and Billet/Plus models.

Whether you are restoring a Road Runner or Charger to factory specs or building a custom application that requires this specific reach and angle, this lever provides the precise positioning that separates adequate shifting from legendary Hurst performance. Note: Does not include lock nut for shift knob installation. Not compatible with OEM Hurst shifters that use slip-in stick design.

What's Included

• One (1) Hurst Competition/Plus shift lever, triple chrome-plated forged steel

Key Features

• 13.5-inch height with 3.5-inch setback -- classic candy cane design ideal for bench seat applications
• High-strength forged steel construction with triple chrome plating
• 3/8"-16 threaded top accepts all Hurst shift knobs and T-handles
• Two-bolt attachment fits Billet/Plus, Competition/Plus, and other Hurst shifters
• Iconic "HURST" name stamped on the stick
• 3/8-inch mounting holes on 7/8-inch spacing bolt pattern

Description

When your bench seat setup demands proper shift lever reach and positioning, this Hurst Competition/Plus candy cane stick delivers the solution. The 13.5-inch height combined with a 3.5-inch setback puts the shift knob exactly where your hand naturally falls, eliminating the stretch and awkward positioning common with shorter, straighter sticks in bench seat cars and trucks.

Constructed from high-strength forged steel and finished with triple chrome plating, this lever offers both durability and show-quality appearance. The iconic Hurst name is stamped into the stick, maintaining the authentic Competition/Plus heritage that gearheads have trusted for decades. The 3/8"-16 threaded top accepts any Hurst shift knob or T-handle, letting you complete the setup with your preferred grip.

This stick fits Billet/Plus, Competition/Plus, and other Hurst shifters that use the two-bolt stick attachment method. The forged steel construction eliminates the flex and vibration issues found in cast alternatives, ensuring precise shift feel and long-term reliability. Installation is straightforward -- simply bolt on using the existing two-bolt pattern with 3/8-inch mounting holes on 7/8-inch spacing and you're ready for crisp, positive shifts.

What's Included

• One high-strength forged steel shift lever with triple chrome plating
• Stamped Hurst logo
• Pre-drilled mounting holes (3/8-inch holes on 7/8-inch spacing)
• 3/8"-16 threaded top for knob attachment

Key Features

• 16.5 inches tall with 4.5-inch set-back - ideal for bench seat muscle cars and classic trucks
• High-strength steel construction with triple chrome plating for durability and show-quality finish
• Double-bend candy cane design pulls the shift knob closer to the driver
• 3/8"-16 thread accepts all Hurst shift knobs and T-handles
• Iconic Hurst name stamped on stick
• Two-bolt attachment fits Billet/Plus, Competition/Plus, and other Hurst shifters
• 3/8" mounting holes on 7/8" spacing

Description

Bench seat muscle cars and classic trucks present a unique challenge: getting the shift knob exactly where your hand naturally falls without awkward reaching or cramped positioning. This 16.5-inch Hurst Competition/Plus candy cane shift stick solves that problem with its double-bend design, delivering a 4.5-inch set-back that pulls the shifter closer to the driver while maintaining proper throw geometry for smooth, precise shifts.

Hurst bolt-on shifter sticks are the go-to solution for custom applications where a particular height or offset is required. This stick is constructed from high-strength steel and triple chrome plated for a mirror finish that resists corrosion and looks right at home in a show car or a weekend warrior. The iconic Hurst name stamped into the steel tells everyone exactly what's moving the gears.

The standard 3/8"-16 thread at the top accepts the full range of Hurst shift knobs and T-handles, so you can finish the setup with whatever grip style suits your driving. The two-bolt base with 3/8" holes on 7/8" spacing fits Billet/Plus, Competition/Plus, and other Hurst shifters that use the two-bolt stick attachment method - a direct bolt-on replacement or upgrade for your existing stick.

Whether you're building a bench seat hot rod, restoring a classic pickup, or just need more reach from your Hurst shifter, this candy cane stick delivers the height and offset to put the knob right where you need it.

What's Included

• One high-strength steel shift lever, triple chrome plated
• 16.5" tall with 4.5" set-back (candy cane/double-bend style)
• 3/8"-16 threaded top for shift knob attachment
• Two-bolt mounting base (3/8" holes on 7/8" spacing)

Key Features

• 19-inch steel construction with durable black powder coat finish
• Engineered for OE shift placement in 1973-1979 Ford F-Series and 1978-1979 Bronco applications
• 3/8"-24 threads accommodate a wide range of aftermarket shift knobs
• Mounting holes positioned 7/8" on center for precise transmission connection
• Direct-fit design for TREMEC TR4050 5-speed transmissions

Description

When you're swapping a modern TREMEC TR4050 5-speed into your '73-'79 Ford truck or late '70s Bronco, shifter placement matters. Factory shift location keeps the cab ergonomics familiar and eliminates the need for console modifications or awkward reach. This MDL Steel Shift Lever delivers the precise 19-inch geometry needed to position your shift knob exactly where the original shifter sat while mating cleanly to the TR4050's shifter housing.

Steel construction handles the rigors of daily driving and heavy use without flexing or fatigue. The black powder coat finish resists corrosion and wear, standing up to harsh truck environments where mud, moisture, and temperature swings are part of the job. Unlike painted or plated finishes that chip and peel, powder coat bonds to the steel for long-term durability.

The 3/8"-24 threaded tip is the most common shift knob thread in the aftermarket, giving you complete flexibility to choose the knob that fits your hand and style. Mounting point holes are machined 7/8" on center to match TR4050 shifter housing specifications, ensuring smooth operation through all five gears plus reverse without binding or misalignment.

Direct-fit for 1973-1979 Ford F-Series pickups and 1978-1979 Ford Bronco with TR4050 transmission conversions. Made in the USA.

What's Included

• 19-inch steel shift lever with black powder coat finish
• 3/8"-24 threaded tip for shift knob mounting

Key Features

• Direct bolt-on replacement for TREMEC T5, T45, TKX, T56 Magnum, TKO-500, and TKO-600 shifters
• Chrome-plated high-strength tubular steel construction
• 16-inch length with 30-degree single bend (6-inch back offset, 14.5-inch height)
• Standard 2-bolt flange with 3/8-inch holes on 7/8-inch center-to-center spacing
• Machined billet steel mounting stud, drilled and countersunk for clean appearance
• 3/8-24 threads for aftermarket shift knobs
• Includes metric cap screws for installation
• Manufacturer lifetime warranty
• Made in the USA

Description

Factory shift levers leave a lot to be desired—cheap plastic components, weak finishes, and ergonomics that feel like an afterthought. This Lokar chrome-plated steel shift lever delivers a direct bolt-on upgrade for TREMEC manual transmission shifters, combining show-quality appearance with high-strength steel durability.

The 16-inch tubular steel lever features a 30-degree single bend that positions the shift knob with a 6-inch back offset and 14.5-inch overall height. This geometry puts the knob right where your hand naturally falls, improving shift feel and cockpit ergonomics. The machined billet steel mounting stud is drilled and countersunk for the included metric cap screws, delivering the clean, smooth appearance that distinguishes a quality build from a parts-bin special.

Fitment uses the standard TREMEC 2-bolt flange pattern with 3/8-inch mounting holes on 7/8-inch center-to-center spacing. This works with T5, T45, TKX, TKO-500, TKO-600, T56 Magnum, and all TREMEC shifters that share this common mounting configuration. The 3/8-24 threaded top accepts most quality aftermarket shift knobs, so you can match the lever to your interior. Shift boots, bezels, and knobs are sold separately.

Lokar builds these levers in the USA and backs them with a lifetime manufacturer warranty. When you want chrome that stays chrome and steel that can handle aggressive shifting for years, this is the lever.

What's Included

• Chrome-plated high-strength tubular steel shift lever (16-inch, 30-degree single bend)
• Metric cap screws for mounting
• Lokar manufacturer lifetime warranty

Key Features

• Direct bolt-on design for TREMEC T5, T45, TKO, and T56 Magnum transmissions with standard 2-bolt flange
• Chrome-plated steel tubular construction for durability and corrosion resistance
• Double-bend layback geometry: 2 inches back x 14.5 inches tall [VERIFY: Product name states 15" tall but specs list 14.5" tall]
• 16-inch overall length provides comfortable shift knob placement
• Standard 7/8-inch center-to-center bolt spacing fits stock and aftermarket shifter assemblies
• 3/8-24 thread for universal shift knob compatibility
• Machined mounting stud drilled and countersunk for included metric cap screws
• Machined groove for secure boot attachment
• Made in the USA with manufacturer lifetime warranty

Description

Upgrade your shifter with this Lokar chrome steel shift lever that delivers the clean, professional appearance serious builders demand. The double-bend design positions your shift knob with a 2-inch layback and 14.5-inch height from the mounting point, putting the knob exactly where your hand naturally falls during aggressive driving.

Lokar manual transmission shifter levers are direct bolt-on sticks for TREMEC and Borg Warner manual transmissions. These tubular steel levers are built for stock and aftermarket 5- and 6-speed shifters. They fit the T5, T45, TKO, T56 Magnum, and all TREMEC shifters with the standard 2-bolt flange that measures 7/8-inch center to center between bolt holes. The chrome-plated finish resists corrosion and maintains its appearance under hood heat and daily driving conditions.

To give you a clean, smooth appearance, these levers feature a machined mounting stud, drilled and countersunk for the included metric cap screws. The precision machining eliminates the play and flex common with factory pieces. A machined groove provides secure boot attachment while the 3/8-24 thread accepts any standard shift knob.

Made in the USA and backed by Lokar's manufacturer lifetime warranty. Direct bolt-on installation uses included metric cap screws--no modifications required.

What's Included

• Chrome-plated steel shift lever (16-inch double-bend)
• Metric cap screws for mounting

Key Features

• 16" layback design with double bend - 2" back x 14.5" tall configuration for optimal driver reach
• Black powder-coated steel construction for durability and corrosion resistance
• 3/8"-24 thread knob mount - compatible with most aftermarket shift knobs
• Standard 2-bolt flange measuring 7/8" center to center between bolt holes
• Machined mounting stud drilled and countersunk for included metric cap screws
• Made in the USA with lifetime manufacturer warranty

Description

Need a shifter lever that clears a bench seat or console while positioning the knob exactly where your hand naturally falls? This 16" Lokar double-bend shift lever solves fitment problems in classic cars and trucks by using a layback geometry - 2" back x 14.5" tall - that brings the shift knob closer to the driver without compromising throw mechanics.

Direct bolt-on compatibility with TREMEC and Borg Warner manual transmissions including the T5, T45, T56, TKO, and TKX using the standard 2-bolt flange that measures 7/8" center to center between bolt holes. The black powder-coated steel construction resists corrosion and maintains its finish under hood heat and daily driving abuse. Unlike welded or threaded-stud designs, this lever features a machined mounting stud that's drilled and countersunk for the included metric cap screws - delivering a clean, flush appearance at the shifter base.

The 3/8"-24 thread at the top accepts virtually any aftermarket shift knob, while the robust tubular steel construction handles aggressive shifting without flex or deflection. Whether you're building a restomod with a modern 5- or 6-speed or upgrading from a worn factory stick, this Lokar lever delivers the reach, feel, and appearance your build demands.

Made in the USA and backed by Lokar's lifetime manufacturer warranty.

What's Included

• 16" black powder-coated steel double-bend shifter lever
• Machined mounting stud
• Metric cap screws for installation

Shifter Boot | Ford Hi-Boy Truck | Twin-Stick Transfer Case

Key Features

• Hand-sewn construction using US-sourced automotive textured vinyl - not stiff marine vinyl
• Oil and sulfide resistant for long-term durability around drivetrain components
• Mildew resistant treatment prevents deterioration in moisture-prone floor areas
• Meets Motor Vehicle Safety Standard 302 flammability requirements
• Stainless steel trim ring included for a finished, professional appearance
• Designed for twin-stick transfer case and transmission shifter configurations
• Compatible with TKX transmission swaps in Ford 4WD applications

Description

Ford Hi-Boy trucks present unique shifter challenges with their divorced transfer case configurations and twin-stick setups. The separate transmission and transfer case shifters require a boot that accommodates multiple openings while sealing properly against dust, moisture, and debris. Standard single-opening boots simply cannot handle the Hi-Boy layout - this purpose-built shifter boot solves that problem for transmission and twin-stick transfer case applications in Ford 4WD builds, including TKX transmission swaps.

The engineering focuses on durability where it matters most. Hand-sewn construction uses US-sourced high-quality automotive textured vinyl rather than the stiff, heavy marine vinyl that cracks and splits under hood heat and constant flexing. The material formulation resists oil contamination and sulfide exposure - critical when dealing with transmission fluid and exhaust gases that plague floor-mounted shifters in working trucks. Mildew resistance prevents the deterioration common in moisture-prone areas around the transfer case tunnel.

Safety compliance meets Motor Vehicle Safety Standard 302 for flammability, a critical consideration for floor-mounted applications near the drivetrain. The included stainless steel trim ring provides both edge protection and a finished appearance that matches the utilitarian aesthetic Hi-Boy builders demand. Whether you are restoring a numbers-matching truck or modernizing with a TKX swap, this boot delivers the fit and durability the application requires.

Made in the USA with quality materials and hand-sewn craftsmanship - not a mass-produced overseas part that will deteriorate in a season.

What's Included

• Hand-sewn shifter boot in automotive textured vinyl
• Stainless steel trim ring
• Stainless steel self-tapping mounting screws

Key Features

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

Description

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

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

Kit Includes

• 17-tooth speedometer driven gear, white plastic

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

Key Features

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

Description

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

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

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

Kit Includes

• 18-tooth yellow speedometer driven gear

Key Features

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

Description

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

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

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

What's Included

• One 19-tooth speedometer driven gear (pink)

Key Features

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

Description

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

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

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

What's Included

• One 20-tooth driven speedometer gear (black)

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

What's Included

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

Key Features

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

Product Overview

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

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

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

Kit Includes

• Reverse switch wiring harness with two-prong connector

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

• 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

Key Features

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

Description

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

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

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

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

What's Included

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

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