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

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

• 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

Key Features

• Direct bolt-on fitment for TREMEC 3550, TKO, TKO-500, TKO-600, and TKX transmissions - no adapters required
• Fits Ford small block 6-bolt engines: 289, 302, 351W, 351C, and 5.0L
• Designed for 157 tooth flywheel with diaphragm-style clutch
• 4.850-inch inside diameter register bore
• Triple actuation compatibility: cable, hydraulic (internal or external slave), and mechanical linkage (Fulcrum sold separately)
• OEM-quality cast aluminum construction - not SFI approved
• Stock replacement for '79-'82 Mustang SROD 4-speed bellhousing (D9ZC-6394-BA)
• Recommended for street applications under 500hp - steel bellhousing advised for racing or 500hp+ builds
• Includes factory-installed pivot ball stud and washer

Description

Upgrading a Ford small block to a modern TREMEC 5-speed shouldn't require a stack of adapters and custom machining. This aluminum bellhousing provides direct bolt-on fitment between 6-bolt Ford small block V8 engines and TREMEC's entire 5-speed lineup - the TKX, TKO, TKO-500, TKO-600, and TR-3550 - with no modifications required. It's also a stock replacement for the '79-'82 Mustang SROD 4-speed bellhousing (OE part D9ZC-6394-BA), making it ideal for both TREMEC upgrades and period-correct restorations.

Cast aluminum construction keeps weight manageable while delivering the strength needed for street performance builds. The 4.850-inch register bore and 157 tooth flywheel compatibility ensure proper geometry with your diaphragm-style clutch setup. The factory-installed pivot ball stud provides the precise mounting point for clutch fork actuation, eliminating guesswork during assembly.

Versatile clutch actuation options make this bellhousing work with virtually any build direction. Cable-actuated systems connect directly, while hydraulic setups - whether running internal or external slave cylinders - mount without modification. Mechanical linkage conversions are also supported; pair with MDL fulcrum adapters for proper geometry. A matching block plate (MD-401-1106) completes the installation.

This bellhousing is designed for street cruising applications under 500 horsepower. For racing or builds exceeding 500hp, a steel scatter shield bellhousing is recommended for safety. Compatible engines include Ford 289, 302, 351W, 351C, and 5.0L small blocks with the 6-bolt bellhousing pattern. Made in the USA.

What's Included

• Cast aluminum bellhousing with natural finish
• Pivot ball stud (pre-installed)
• Washers for pivot stud (installed)

Key Features

• Spin-formed high-grade steel construction work-hardens to over 80,000 PSI -- more than twice the strength of rolled or stamped steel bellhousings
• 6.925-inch bellhousing depth with universal 4.850/4.910-inch transmission bore
• Requires 157-tooth flywheel with maximum 10.5-inch clutch diameter
• Approximately 20 lbs. -- lightweight design without sacrificing protection
• Universal fit bellhousing (not vehicle-specific) -- ideal for engine swaps and custom builds
• Compatible with mechanical, cable, or hydraulic clutch release systems
• Non-SFI certified (not legal for quarter-mile times of 11.49 or faster)
• 100% made in the USA

Description

Eliminate bellhousing flex and the accelerated drivetrain wear that comes with it. The QuickTime RM-6060 steel bellhousing connects Ford small block engines (289, 302, 351C, 351W) to Ford T5 Mustang, TKO 500/600, TKX, or TR3550 transmissions using standard-length input shafts. Unlike cheaper alternatives made from rolled or stamped steel, QuickTime's unique spin-forming process creates a cone that maintains perfect engine-to-transmission alignment throughout the entire RPM range.

The engineering advantage is measurable: high-grade steel that work-hardens to over 80,000 PSI delivers more than twice the strength of competing steel bellhousings while keeping weight down to approximately 20 pounds. This rigidity translates directly to reduced input shaft wear, consistent clutch engagement, and improved power transfer. The bellhousing is 6.925 inches deep with a universal transmission bore of 4.850/4.910 inches, designed for use with 157-tooth flywheels and clutches up to 10.5 inches.

This is a universal-fit bellhousing -- not vehicle-specific -- making it ideal for engine swaps, restomod builds, and custom applications where the factory bellhousing won't work. Universal shifter fork brackets accommodate mechanical, cable, or hydraulic clutch linkages. Note that transmission mounting bolts are not included. QuickTime holds patents on 16 points of bellhousing design and process, with input from OEM engineers, engine builders, transmission builders, and racers. Made in the USA.

Important: This bellhousing is NOT SFI certified. Many sanctioning bodies require SFI 6.1 certification for cars running 11.49 or faster in the quarter mile. If you need SFI certification, see QuickTime RM-6065.

Kit Includes

• QuickTime RM-6060 steel bellhousing with black painted finish
• Full engine block plate
• Pivot ball
• Universal shifter fork brackets (for diaphragm or cable-operated linkage)
• Grade 8 mounting bolts (engine side)
• Installation instructions
• MDL lifetime technical support

Key Features

• SFI 6.1 certified - required for quarter-mile times of 11.49 seconds or faster
• Spun cone construction - not rolled or stamped - for maximum dimensional stability and accuracy
• High-grade steel work hardens to over 80,000 PSI strength
• Over twice the strength of other steel bellhousings at only 22 pounds
• Universal transmission bore: 4.850/4.910 inches
• 6.925-inch bellhousing depth
• Uses 157-tooth flywheel with clutches up to 10.5 inches
• Universal fit - not vehicle specific
• Compatible with cable, hydraulic, or mechanical clutch release
• Pivot ball and fork brackets included
• 100% made in the USA

Description

When you're running deep into the 11s or faster, track officials aren't going to let you stage without an SFI-certified bellhousing. The QuickTime RM-6065 delivers that certification while solving another critical problem: bellhousing flex. Lesser bellhousings made from rolled or stamped steel distort under load, causing accelerated wear on your input shaft, pilot bearing, and clutch assembly. QuickTime's patented spin-forming process creates a bellhousing that maintains perfect engine-to-transmission alignment throughout the entire RPM range.

The difference is in the manufacturing. QuickTime cones are spun rather than rolled or stamped, resulting in the most dimensionally stable bellhousing on the market. This high-grade steel construction work hardens to over 80,000 PSI - more than twice the strength of conventional steel bellhousings - while keeping weight down to just 22 pounds. The compact design provides clearance for headers without requiring tunnel modifications.

The RM-6065 connects 6-bolt small block Ford engines (289, 302, 351W, 351C) to Ford-pattern T5 (standard-length input shaft), TR3550, TKO 500/600, or TKX transmissions. The universal 4.850/4.910-inch transmission bore accommodates all these gearboxes, while the 157-tooth flywheel compatibility and 10.5-inch maximum clutch diameter handle serious power. Universal fork brackets work with diaphragm or cable-operated linkage, and the bellhousing accepts cable, hydraulic, or mechanical clutch release systems.

This is a universal fit bellhousing - not vehicle specific - making it ideal for swaps, restorations, and custom builds where you need proven SFI 6.1 protection without compromise. Proudly made in the USA with patents on 16 points of bellhousing design and process.

Kit Includes

• QuickTime RM-6065 steel bellhousing with black finish
• Full engine block plate
• Pivot ball
• Fork brackets
• Grade 8 mounting hardware
• Installation instructions

Note: Transmission mounting bolts not included.

Key Features

• 0.080-inch thick steel construction -- equivalent to OEM Ford Racing M-7007-B specifications
• Clear zinc plating prevents rust and provides superior corrosion resistance versus unplated steel
• 6-bolt mounting pattern matches Ford Small Block engine configuration
• 157-tooth flywheel ring gear compatibility for T5, TKO, and TKX transmissions
• Positions starter to ensure proper starter drive to flywheel ring gear alignment
• Direct bolt-on installation -- no modifications required to engine block or bellhousing
• Works with MDL aluminum bellhousings MD-401-1101 (T5) and MD-401-1401 (TKO)

Description

Block plates solve a critical alignment issue in manual transmission swaps and rebuilds. These metal plates sit between your engine block and transmission bellhousing, positioning the starter to ensure proper starter drive engagement with your flywheel ring gear. Without the correct plate for your flywheel tooth count, the starter pinion may crash into the ring gear or fail to engage entirely -- causing starter kickout, flywheel damage, or both.

This MDL block plate is engineered to OEM Ford Racing M-7007-B specifications, manufactured from 0.080-inch thick steel for maximum strength and longevity. The clear zinc plating sets it apart from unfinished factory-style alternatives -- protecting against rust and corrosion in harsh engine bay environments while providing a cleaner, more finished appearance. The plate also helps contain flywheel or clutch breakage, adding an extra layer of safety to your drivetrain.

The 6-bolt mounting pattern fits Ford Small Block engines including 289, 302, 351W, and 5.0L applications. Designed specifically for 157-tooth flywheel configurations, this plate ensures correct starter indexing when paired with T5, TKO, or TKX transmissions. Works seamlessly in front of MDL's aluminum bellhousings for T5 (MD-401-1101) and TKO (MD-401-1401) applications. Installs easily with no modifications to your engine block or bellhousing.

What's Included

• 1x Block plate -- 0.080-inch thick steel with clear zinc plating

TKX Transmission-to-Bellhousing Hardware Kit | Ford Small Block | Aluminum Bell

Key Features

• Complete transmission-to-bellhousing fastener set sized specifically for aluminum bellhousing applications
• Engineered for TREMEC TKX installations on Ford Small Block engines (289, 302, 351W)
• Bolt lengths optimized for aluminum bellhousing thread engagement - not compatible with steel bellhousing kits
• High-grade steel construction with hardened washers for reliable clamping force
• Eliminates hardware guesswork when upgrading from factory T5 or other transmissions

Description

Factory T5 transmission-to-bellhousing bolts are incompatible with TREMEC TKX transmissions, and aluminum bellhousings demand different fastener lengths than their steel counterparts. This hardware kit eliminates the guesswork by providing the correct transmission-to-bellhousing fasteners specifically sized for TKX-to-aluminum bellhousing installations on Ford Small Block applications.

Aluminum bellhousings have different thread depth characteristics than cast iron or steel units, which means using the wrong bolt length risks either insufficient thread engagement or bottoming out before achieving proper clamp load. This kit contains bolts cut to the precise length required for aluminum bellhousing applications, ensuring full thread engagement without interference.

Built from high-grade steel with hardened washers included, these fasteners deliver the clamping force needed to keep your transmission securely mounted under hard acceleration and aggressive shifting. Whether you're building a Foxbody Mustang, classic small block-powered Ford, or any other vehicle running a TKX behind a 289, 302, or 351W, this kit ensures you have the right hardware for a proper installation.

Note: This "AL" kit is specifically for aluminum bellhousing applications. Bellhousing bolt lengths differ between aluminum and steel bellhousings - some bellhousing manufacturers include their own bellhousing-to-block bolts, so this kit focuses on the transmission-to-bellhousing fasteners you need to complete the job.

What's Included

• High-grade steel transmission-to-bellhousing bolts (lengths optimized for aluminum bellhousing)
• Hardened steel washers

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

• Dual clutch pattern accepts both 10" long-style and 10.4" metric diaphragm clutches — upgrade to high-performance clutch setups without swapping flywheels
• 157-tooth ring gear for compatibility with small-diameter bellhousings and starters
• 28oz external imbalance matches pre-1981 Ford small block engines (260, 289, 302, 351W, 351C)
• 6-bolt crank mounting pattern with 7/16" bolts
• Cast iron construction weighing 19 lbs for smooth idle characteristics and excellent heat absorption
• Precision machined to improve clutch performance, durability, and reduce vibration
• Pre-installed metric alignment pins for accurate 10.4" clutch indexing
• Replaces OEM part numbers C3AZ-6375-J and C3AZ-75-A

Description

Running a classic Ford small block and want flexibility in your clutch setup? This dual-pattern cast iron flywheel eliminates the one-flywheel-per-clutch-size limitation that plagues so many builds. The machined face accepts both the 10" long-style diaphragm clutches found in vintage applications and the 10.4" metric diaphragm clutches used on high-performance '79–'01 Mustangs — so you can start with a stock-style clutch and upgrade to a higher-capacity unit later without pulling the flywheel.

Cast iron construction delivers the rotating mass needed for civilized street manners: smooth idle, progressive engagement, and excellent heat absorption during stop-and-go driving. The 157-tooth ring gear mates with the smaller-diameter bellhousings and starters common on '64–'68 Mustangs and other early Ford small block applications. Precision machining ensures a flat, true friction surface that improves clutch performance and reduces vibration.

The 28oz external imbalance is correct for pre-1981 Ford Windsor and Cleveland engines — 260, 289, 302, 351W, and 351C. (Post-1981 5.0L engines use a 50oz imbalance; verify your engine's balance before ordering.) The 6-bolt crank pattern with 7/16" hardware provides a secure connection to the crankshaft flange.

Compatible with 3-speed, 4-speed, and T5 5-speed manual transmissions. While cast iron flywheels work for light motorsports use, understand the RPM and load limits — billet steel offers better stability for sustained high-RPM or competition applications.

Kit Includes

• Cast iron flywheel with 157-tooth ring gear and dual clutch pattern (10" long / 10.4" metric)
• Pre-installed metric alignment pins for 10.4" clutch pattern
• Clutch alignment pins

Key Features

• Cast iron construction for durability and heat dissipation in street applications
• 157-tooth ring gear for proper starter engagement with small-block Ford bellhousings
• 50oz external balance engineered specifically for 1981-1995 Ford 5.0L Windsor engines
• 10.4" metric clutch pattern with equalizing pin holes for diaphragm-style pressure plates
• 6-bolt crankshaft mounting pattern matches Ford factory configuration
• 19 lbs flywheel weight provides optimal rotational mass for smooth street driving
• Includes clutch alignment pins for precise pressure plate installation

Description

When Ford switched the 302 to the 5.0L designation in 1981, they also changed the external balance from 28oz to 50oz. That means every '81-'95 5.0L Windsor needs a flywheel with the correct counterweight to maintain proper engine balance and eliminate vibration. This cast iron flywheel delivers exactly that - the right balance for your late-model small-block Ford, with the 157-tooth ring gear that mates to standard small-block bellhousings and starters.

The 10.4" metric clutch pattern is a Ford-specific design that uses alignment pins rather than shouldered bolts to locate the pressure plate. These equalizing pins ensure precise concentricity between the pressure plate and flywheel - critical for smooth clutch engagement and even wear. The metric pattern accommodates modern diaphragm-style pressure plates with 8mm hardware, making it compatible with factory and aftermarket clutch assemblies designed for '83-'95 Mustangs and other 5.0L applications.

Cast iron provides the strength and thermal stability needed for street duty, absorbing and dissipating heat through repeated clutch engagements without the hot spots that can develop on lighter materials. At 19 lbs, this flywheel maintains enough rotational mass for smooth idle and progressive engagement - the kind of drivability you want in a daily driver or weekend cruiser. The 6-bolt crankshaft pattern bolts directly to the factory crank flange with no adapters or modifications required.

Kit Includes

• Cast iron flywheel with 157-tooth ring gear and 50oz counterweight
• Clutch alignment pins for 10.4" metric pressure plate installation

Key Features

• Billet steel construction weighing just 28 lbs
• 157 tooth ring gear for compatibility with small bellhousings and starters
• Zero balance (internally balanced) for stroker motors and Ford Racing crate engines
• Dual clutch bolt patterns for 10" and 10.5" diaphragm clutch assemblies
• 6-bolt crankshaft mounting pattern for direct Ford small block fitment
• Clutch alignment pins included for precision disc positioning
• Made in the USA

Description

The 157 tooth ring gear works with small-pattern bellhousings and corresponding starters, making it the right choice for classic Mustangs and other Ford applications using the compact bellhousing configuration. Zero balance (internally balanced) design means this flywheel pairs with internally balanced rotating assemblies - including stroker builds, aftermarket cranks, and Ford Racing's 363 and 427 cubic inch crate engines.

Dual clutch bolt patterns accept both 10" and 10.5" diaphragm clutch assemblies, giving you flexibility whether you're running a stock-replacement clutch or upgrading to a higher-capacity performance unit. The 6-bolt crankshaft pattern provides direct fitment to Ford 289, 302, and 351 Windsor engines. Included alignment pins ensure proper clutch disc positioning during installation.

Compatible with Ford 289, 302, and 351 Windsor engines requiring zero balance. Also fits Ford Racing 363ci and 427ci performance engines. Made in the USA.

Kit Includes

• Lighten Billet Steel Flywheel (28 lbs)
• Clutch alignment pins

Key Features

• SFI certified billet steel construction for high-RPM safety and durability
• 157-tooth ring gear for classic Ford small block applications
• Zero balance (internally balanced) - no external counterweight required
• Dual clutch pattern: 10" long and 10.4" metric diaphragm compatible
• 6.00" clutch damper counter-bore diameter
• 6-bolt crankshaft mounting pattern
• Weight: 28 lbs
• Pre-installed metric alignment pins for 10.4" clutch setup
• Made in the USA with US-milled steel

Description

When you're building a high-revving Ford small block, your flywheel needs to handle the abuse without becoming a liability. Cast iron flywheels can crack under stress, and non-certified components may not meet the safety standards required at the track. This SFI certified billet steel flywheel delivers the strength and peace of mind that serious builds demand - meeting the rigorous testing standards established by the SFI Foundation for replacement flywheels and clutch assemblies.

The billet steel construction provides superior tensile strength compared to cast alternatives, resisting the centrifugal forces that tear lesser flywheels apart at high RPM. The lightweight design reduces rotating mass for quicker throttle response and faster revs, while maintaining enough thermal mass for consistent clutch engagement. Zero balance (internal balance) simplifies installation on Ford 289, 302, 351W, and 351C engines that use internally balanced rotating assemblies.

Versatility is built into the design with dual clutch bolt patterns. The 10" long pattern accepts 5/16" pressure plate bolts, while the 10.4" metric pattern uses 8mm bolts - and the metric alignment pins come pre-installed so you're ready for either setup. The 6.00" clutch damper counter-bore provides proper clearance for diaphragm-style pressure plates. Note that 157-tooth flywheels require a 3/4" offset starter (often labeled as "automatic" in parts catalogs) for proper ring gear engagement.

Manufactured in the USA with US-milled steel, this flywheel delivers the quality and consistency that American craftsmanship is known for. Whether you're building a weekend warrior or a dedicated track car, SFI certification means this flywheel meets the standards required by most sanctioning bodies for competition use.

Kit Includes

• Billet steel flywheel with 157-tooth ring gear
• Pre-installed 10.4" metric clutch alignment pins

Key Features

• Lighten billet steel construction resists stress cracking and handles higher RPM loads than cast iron
• 157-tooth ring gear with 28oz external imbalance for pre-1982 Ford 289/302/351W engines
• Dual clutch bolt patterns accommodate both 10" and 10.5" pressure plates
• 28 lb weight balances reduced rotational mass with smooth street drivability
• 6-bolt crankshaft mounting pattern; clutch alignment pins included
• Compatible with Ford Racing 363/427ci crate engines
• Precision-machined from US-milled steel; Made in the USA

Overview

Factory cast iron flywheels have their limits. At high RPM or under aggressive clutch clamping loads, they can develop stress cracks that compromise both performance and safety. This lighten billet steel flywheel replaces that weak link with a material that's fundamentally stronger—billet steel resists cracking and remains stable under the demands of performance driving.

The "lighten" designation refers to strategic material removal that reduces rotational mass without sacrificing structural integrity. At 19 lbs, this flywheel strikes the sweet spot between weight reduction and street manners—light enough for improved throttle response and quicker revs, yet heavy enough to maintain smooth idle characteristics and prevent the stalling issues common with ultra-lightweight aluminum units. The result is a flywheel that feels responsive on throttle tip-in while still delivering civilized behavior in traffic.

Dual clutch bolt patterns machined into the friction surface eliminate fitment guesswork, accepting both 10" and 10.5" pressure plates. The 157-tooth ring gear and 28oz external imbalance match OE specifications for pre-December 1982 small block Fords, ensuring proper starter engagement and crankshaft balance. This flywheel fits Ford 289, 302, and 351W Windsor engines, plus Ford Racing 363ci and 427ci stroker crate motors that use the 28oz balance specification.

Six-bolt crankshaft mounting provides secure attachment, while included clutch alignment pins ensure proper disc positioning during installation. Every flywheel is precision-machined from US-milled steel and manufactured in the USA.

What's Included

• Lighten billet steel flywheel (28 lbs)
• 157-tooth ring gear (installed)
• Clutch alignment pins

Billet Steel SFI Flywheel | Ford Small Block | 157 Tooth | 28oz | 10"-10.5" Clutch

Key Features

• Lightened billet steel construction 
• SFI certified for racing sanctioning bodies requiring SFI-rated drivetrain components
• 28oz external balance for pre-1982 Ford 221, 260, 289, 302, and 351W engines
• Dual bolt pattern accepts both 10" and 10.5" clutch assemblies
• 157-tooth hardened ring gear for proper starter engagement
• Six-bolt crankshaft mounting pattern -- standard Ford small block fitment
• CNC-machined friction surface for consistent clutch engagement
• Made in the USA with lifetime technical support from MDL

Description

Cast iron flywheels can't handle serious RPM or the repeated abuse of high-horsepower launches. This billet steel flywheel is precision CNC-machined from certified steel, engineered to survive the stress levels that crack and shatter cast units. At 19 pounds, it sheds significant rotating mass compared to heavy OEM flywheels -- translating to quicker revs, faster deceleration between shifts, and reduced parasitic drag on the crankshaft.

The 28oz external balance is critical: all Ford 221, 260, 289, 302, and 351W engines built before December 1982 use a 28-ounce offset balance. Mismatch the balance weight and you'll introduce severe harmonic vibration that punishes bearings and shortens engine life. Post-1981 5.0L High Output engines switched to a 50oz balance -- this flywheel is not for those applications. Match your balance weight to your engine's build date, not the vehicle year.

The dual bolt pattern accommodates both 10" and 10.5" clutch assemblies, giving you flexibility when selecting or upgrading your pressure plate without swapping flywheels. The 157-tooth ring gear is the standard configuration for most small block Ford manual transmission applications in vintage Mustangs, Falcons, Fairlanes, and similar platforms.

SFI certified for competition use where sanctioning bodies require rated flywheel and clutch assemblies. Compatible with Ford small block Windsor engines using the standard six-bolt crankshaft mounting pattern and requiring 28oz external balance. Made in the USA with lifetime technical support from MDL.

What's Included

• Lightened billet steel flywheel (28lbs) with CNC-machined friction surface
• 157-tooth hardened steel ring gear (installed)
• 28oz external balance weight (installed)
• Clutch alignment pins
• Lifetime technical support from MDL

Key Features

• Billet steel construction - stronger than cast iron, resists stress cracking at high RPM
• 50oz external balance - correct for factory 1981-1995 Ford 5.0L Windsor engines
• Dual clutch pattern - accommodates both 10.5" metric diaphragm and 10" long-style pressure plates
• 157-tooth ring gear for high-performance starter applications
• 6-bolt crankshaft mounting pattern
• 6.00" clutch damper counter-bore
• Metric alignment pins pre-installed - eliminates installation guesswork
• Made in the USA with domestically-milled steel

Description

Factory cast iron flywheels become the weak link when you push serious power through a 5.0L Windsor. Cast iron is prone to stress cracking under repeated high-RPM clutch engagement, and a cracked flywheel at speed is a catastrophic failure waiting to happen. This lightened billet steel flywheel delivers the strength needed for high-performance street builds and competition use while shaving weight to improve engine response.

Billet steel is considerably stronger than cast iron and remains free of the stress cracks that plague factory flywheels under heavy use. The lightened design reduces rotational mass compared to standard-weight flywheels, allowing faster throttle response on acceleration and quicker RPM drop on deceleration - a noticeable improvement whether you're rowing through gears on the street or chasing lap times. The 50oz external balance matches factory 5.0L engine specifications for 1981-1995 applications, ensuring smooth operation with no vibration.

The dual clutch pattern provides flexibility in clutch selection, accepting both 10.5" metric diaphragm pressure plates and 10" long-style setups. Metric alignment pins come pre-installed to ensure proper clutch disc centering during installation. Note that diaphragm clutches require metric pressure plate bolts (MD-403-2003 or MD-403-2003ARP), while the 10" long pattern uses 5/16" bolts (MD-403-2004).

Engineered for Ford small block Windsor engines with 157-tooth starter ring gear applications. Fits all 1981-1995 Ford 5.0L engines requiring 50oz external balance. Proudly made in the USA using US-milled billet steel.

What's Included

• Lightened billet steel flywheel with 157-tooth ring gear
• Metric clutch alignment pins (pre-installed)

Key Features

• Lightweight aluminum construction at 19 lbs - significantly lighter than cast iron for faster engine response
• Riveted steel clutch facing for superior durability and heat dissipation
• Dual clutch bolt pattern: 10" Long and 10.4" metric with dowel pins for maximum compatibility
• Zero balance configuration standard; can be ordered with 28 oz or 50 oz counterweight options
• 157-tooth steel ring gear mechanically fastened to flywheel body - prevents ring gear separation
• 6-bolt crankshaft mounting pattern for Ford small block engines
• Made in the USA

Description

Shed rotational mass without sacrificing reliability. This lightweight aluminum flywheel weighs just 19 lbs compared to heavy cast iron units, helping your engine reach higher RPMs quicker due to reduced rotating mass. That reduced inertia translates to improved throttle response and acceleration - the engine spends less energy spinning up the flywheel and more energy putting power to the wheels.

The riveted steel clutch facing provides superior heat dissipation and wear characteristics compared to bonded surfaces. Unlike cheaper aluminum flywheels that use pressed-on ring gears, this 157-tooth steel ring gear is mechanically fastened to the flywheel body, preventing the ring gear separation failures that can occur under high-stress conditions. The dual bolt pattern accommodates both vintage 10" Long-style and modern 10.4" metric pressure plates with dowel pins - eliminating compatibility guesswork across Ford's clutch evolution.

Engineered specifically for Ford small block 289, 302, and 351W Windsor engines, this flywheel comes standard as zero balance for internally balanced engines. For externally balanced applications, 28 oz or 50 oz counterweight options are available to match your specific crankshaft requirements - pre-1981 302s and all 351Ws use 28 oz imbalance, while 1981+ 302/5.0L engines require 50 oz.

Note: Aluminum flywheels spin up faster but have less stored energy than cast iron, which can make the engine easier to stall at low RPMs. If paired with a dual clutch set, this helps offset some of the characteristics. Aluminum flywheels should never be paired with ceramic or bronze clutches due to the added heat they generate. It is recommended to warm the flywheel before installing on the crank. Not SFI approved - intended for street performance and moderate competition use. Made in the USA with lifetime technical support.

What's Included

• CNC-machined aluminum flywheel body (19 lbs)
• Riveted steel clutch facing
• 157-tooth steel ring gear (mechanically fastened)
• Clutch alignment dowel pins for 10.5" clutch applications
• Lifetime technical support

Key Features

• Lightweight aluminum flywheel body with riveted steel clutch facing for superior heat dissipation
• 157-tooth ring gear for small bellhousing applications
• 28oz external balance for pre-1981 Ford 289, 302, and all 351W engines
• 6-bolt crankshaft mounting pattern
• Includes dowel pins for 10.5-inch diaphragm clutch pattern
• High-carbon steel ring gear riveted to flywheel body prevents slipping under load
• Made in the USA

Description

Ditch the heavy factory cast iron flywheel and drop serious rotating mass from your Ford small block. This aluminum flywheel delivers the weight reduction performance builds demand while maintaining the durability street engines require. Lighter rotating mass means quicker engine response and faster acceleration through the gears - your engine revs up and recovers faster between shifts.

The engineering here focuses on heat management and longevity. The riveted steel clutch facing provides a durable friction surface that handles heat far better than aluminum-on-aluminum contact, preventing warping and premature wear in spirited driving. The high-carbon steel ring gear is riveted to the aluminum body rather than pressed or shrunk on - this prevents the ring gear from walking off the flywheel under the repeated thermal cycling and shock loads of hard use.

This flywheel carries the correct 28oz external balance for pre-1981 Ford 289 and 302 engines, as well as all 351 Windsor engines regardless of year. The 157-tooth ring gear is sized for small bellhousing applications - the compact aluminum bellhousing, not the larger cast iron 164-tooth style. Includes dowel pins for proper clutch alignment with 10.5-inch diaphragm clutch kits.

Installation note: It is recommended to warm the flywheel before installing on the crankshaft for proper thermal expansion and fit. Aluminum flywheels should not be paired with ceramic or bronze-faced clutch discs due to the excessive heat these materials generate. Made in the USA.

What's Included

• Aluminum flywheel with steel clutch facing
• 157-tooth steel ring gear (riveted)
• Clutch alignment dowel pins for 10.5-inch clutch

Key Features

• Riveted steel clutch facing permanently fastened to aluminum body - prevents ring gear separation under high loads
• 157-tooth ring gear for proper starter engagement on 5.0L HO applications
• 50oz external counterweight matches factory balance on 1981-1995 Ford 5.0L HO engines
• 19 lb total weight - reduces rotating mass versus stock cast iron flywheels
• Six-bolt crankshaft mounting pattern for direct replacement installation
• 10.4" metric clutch bolt pattern with alignment pins
• Made in the USA

Description

Cut rotating mass from your 5.0L drivetrain with this aluminum flywheel, purpose-built for 1981-1995 Ford 5.0L HO engines. Weighing just 19 lbs, it delivers noticeably quicker throttle response and faster RPM changes compared to stock cast iron units - ideal for road racing, autocross, and spirited street driving where nimble engine response matters more than low-RPM grunt.

The critical engineering detail is the riveted steel clutch facing. Unlike cheaper aluminum flywheels that rely on shrink-fit alone, this design permanently fastens the steel ring gear to the aluminum body using mechanical fasteners. This prevents the ring gear from walking or separating under hard launches and high-heat clutch engagement - a common failure mode when differential thermal expansion rates cause the steel ring gear to loosen on an aluminum body.

The 50oz external imbalance is factory-correct for Ford 5.0L HO engines from 1981-1995, ensuring smooth operation without vibration. The 157-tooth ring gear matches OEM specifications for proper starter motor engagement. Six-bolt crankshaft attachment follows Ford's original pattern, and the 10.4" metric clutch bolt pattern with alignment pins accommodates most performance clutch upgrades.

Important: Aluminum flywheels reduce stored rotational energy, which can make low-RPM driving feel less forgiving - they're easier to stall from a stop. This flywheel should not be paired with ceramic or bronze clutch discs, as the excessive heat generated can damage the aluminum body. It is recommended to warm the flywheel before installing on the crankshaft for optimal fit. Made in the USA.

What's Included

• Aluminum flywheel with riveted steel clutch facing
• Clutch alignment pins

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

Superior King Cobra Clutch Kit | Ford 10.4" Metric | 26-Spline | Cable

Key Features

• Steel-backed organic disc for 1-1/8" 26-spline input shaft
• 10.4" metric bolt pattern with alignment pins
• Heavy-duty diaphragm pressure plate for increased clamping force
• Sprung hub disc reduces drivetrain shock during engagement
• Cable throwout bearing for cable-actuated clutch systems
• 400 lb-ft torque capacity for street applications
• Hand-assembled in Caldwell, Idaho with dual quality inspections
• 1-year free-from-defect warranty
• Made in the USA

Description

Worn-out clutches kill power delivery and driving enjoyment. The MDL Superior King Cobra clutch kit restores confident engagement while delivering the upgraded holding power needed for modified Ford street machines. Built around a steel-backed organic disc and heavy-duty diaphragm pressure plate, this complete kit provides the durability and clamping force for spirited driving without the harsh pedal feel of aggressive racing clutches.

The steel backing on the organic friction material eliminates disc flexing under load, maintaining consistent engagement characteristics and extending service life compared to standard unbacked organic facings. The sprung hub design absorbs drivetrain shock during engagement, reducing wear on the transmission input shaft and providing the smooth, progressive feel daily drivers demand. The heavy-duty diaphragm pressure plate delivers increased clamp load over stock while keeping pedal effort reasonable for street use.

This kit fits Ford applications using the 10.4" metric clutch pattern with metric bolts and alignment pins. The 1-1/8" 26-spline disc mates directly to transmissions with matching input shaft specifications. The included cable throwout bearing ensures compatibility with cable-actuated clutch systems commonly found in Foxbody and SN95 Mustangs.

Every MDL Superior clutch is hand-assembled at the Caldwell, Idaho facility and undergoes quality checks before shipping. This kit arrives ready to install with all necessary components for a complete clutch replacement. Rated for street applications up to 400 lb-ft of torque. Made in the USA and backed by a 1-year free-from-defect warranty.

What's Included

• 10.4" steel-backed organic clutch disc with sprung hub, 26-spline, 1-1/8" input
• Heavy-duty diaphragm pressure plate, 10.4" metric bolt pattern
• Cable throwout bearing
• Ford pilot bearing
• Clutch alignment tool
• 1-year free-from-defect warranty
• MDL lifetime technical support

Superior Ford 10.4" Metric HD Clutch Set | Kevlar/Steel-Backed Organic | 26-Spline Cable

Key Features

• Hybrid friction material - Kevlar facing on pressure plate side, steel-backed organic on flywheel side for aggressive bite with smooth engagement
• 450 ft-lbs torque capacity handles serious small-block Ford power
• Diaphragm-style pressure plate with 10.4" metric bolt pattern and alignment dowel pins
• 26-spline x 1-1/8" input shaft compatibility for TKO, TKX, 3550, and T-5 transmissions
• Sprung hub design absorbs driveline shock and protects transmission components
• Cable-actuated throw-out bearing included for mechanical release systems
• Hand-built in-house with double-checked tolerances for ready-to-install precision
• Made in the USA with 1-year defect-free warranty

Description

MDL's Superior Series clutch sets deliver the precise balance of engagement characteristics that performance street builds demand. This 10.4" metric clutch features a hybrid friction material strategy - Kevlar facing on the pressure plate side provides aggressive bite and exceptional heat resistance, while steel-backed organic material on the flywheel side delivers smooth engagement and extended service life. The result is a clutch that hooks up decisively under power yet remains streetable for daily driving.

The diaphragm-style pressure plate uses Ford's 10.4" metric bolt pattern with 8mm bolts and precision dowel pins for rock-solid alignment and zero chatter. With a 450 ft-lbs torque capacity, this clutch handles serious small-block Ford power while the sprung hub absorbs the driveline shock that would otherwise stress transmission synchronizers and gears. The 26-spline x 1-1/8" disc fits TKO, TKX, 3550, and T-5 transmissions equipped with the larger input shaft.

Every Superior clutch disc is hand-assembled in MDL's Caldwell, Idaho facility where tolerances are verified twice before shipping. This attention to detail ensures proper balance, smooth engagement, and long service life right out of the box. The kit includes everything needed for installation - precision pilot bearing, cable-actuated throw-out bearing, and alignment tool. Backed by MDL's 1-year defect-free warranty and made in the USA.

Kit Includes

• Diaphragm pressure plate - 10.4" metric bolt pattern with alignment dowel pins, uses 8mm bolts
• Clutch disc - 26-spline x 1-1/8", sprung hub, Kevlar/steel-backed organic facings
• Cable-actuated throw-out bearing
• Pilot bearing
• Clutch alignment tool
• Installation and break-in instructions
• Lifetime technical support

Key Features

• Dual Kevlar friction facings on both flywheel and pressure-plate sides for consistent engagement and heat resistance
• Heavy-duty diaphragm pressure plate matched to 26-spline x 1-1/8" input hub
• Cable-profile throwout bearing also compatible with hydraulic release systems
• 10.4" metric bolt pattern with alignment dowel pin holes - uses 8mm pressure plate bolts
• Hand-assembled in-house with double-riveted construction for balance and durability
• Sprung hub design absorbs driveline shock for smoother engagement
• 500 ft-lb torque capacity for performance street and open tracking applications
• 1-year free-from-defect warranty

Description

When you're building a Ford with a 26-spline transmission and need a clutch that handles real power without fighting you in traffic, this Superior 10.4" metric kit delivers. The dual Kevlar friction surfaces provide aggressive holding power with manageable street manners - Kevlar's thermal stability means consistent engagement under repeated hard use without the grabby, on-off characteristics of ceramic facings. This is the clutch for performance street builds and open track days where you need confidence in the drivetrain, not a sore left leg.

MDL builds every Superior clutch disk in-house with double-riveted construction - not bonded like cheaper alternatives. This assembly method ensures precise balance across the disc, eliminates hot spots that cause premature failure, and maintains structural integrity under high heat and repeated engagement cycles. The heavy-duty diaphragm pressure plate increases clamp load over stock units to support the 500 ft-lb torque rating.

The 26-spline x 1-1/8" input hub with sprung center fits modern TREMEC TKX, TKO-600, and T5 transmissions, as well as period-correct '86-'95 Ford 5.0L applications with upgraded transmissions. The cable-profile throwout bearing is designed for Ford cable-actuated systems but also works with hydraulic release setups, giving you flexibility for transmission swaps and clutch system upgrades.

Every component is checked and double-checked for accuracy before shipping - you receive a ready-to-install premium assembly right out of the box. Performance Proven products have survived the rigorous challenges of racing on and off the track. Made in the USA and backed by a 1-year free-from-defect warranty.

What's Included

• Heavy-duty diaphragm pressure plate - 10.4" metric bolt pattern with dowel pin holes
• 10.4" clutch disc with dual Kevlar friction facings - sprung hub
• 26-spline x 1-1/8" input shaft hub
• Cable-profile throwout bearing (hydraulic compatible)
• Pilot bearing
• Clutch disc alignment tool
• Installation and break-in instructions
• Lifetime technical support

Superior 10.4" Metric Clutch Kit | Ford 1986-1995 | Kevlar/Ceramic 26-Spline Cable

Key Features

• Kevlar facing on flywheel side, ceramic facing on pressure plate side for aggressive bite with smooth engagement
• 600 lb-ft torque rating handles serious street/strip power
• 26-spline, 1-1/8" hub diameter fits TREMEC TKO, TKX, and T5 with 26-spline input
• 10.4" metric bolt pattern with 3 alignment dowel pin holes
• Cable-style throw-out bearing included (also compatible with hydraulic systems)
• Diaphragm-style pressure plate with 8mm bolt holes
• Sprung hub design reduces drivetrain shock and chatter
• Hand-assembled and double-riveted in MDL's Caldwell, Idaho facility
• 1-year free-from-defect warranty

Description

When you need more holding power than a full-Kevlar disc can deliver but want to preserve some street manners, the Superior Kevlar/Ceramic clutch assembly is the answer. This hybrid design places Kevlar on the flywheel side for smooth engagement and extended life, while the ceramic facing on the pressure plate side delivers the aggressive bite and heat resistance demanded by drag launches and high-RPM road racing shifts. Great for 1986-1995 Ford applications running the 10.4" metric bolt pattern.

Ceramic friction material works harder as temperatures climb--the iron content in MDL's ceramic compound actually increases friction under heat, making this clutch stronger during abuse rather than weaker. That's why ceramic is the go-to choice for higher horsepower builds, quick shifts in road racing, and hard-launching drag cars. When a larger diameter disc isn't an option, the higher coefficient of friction delivers more holding power from the same surface area and clamp load.

Every Superior clutch assembly is hand-built in MDL's Caldwell facility using double-riveted construction and exacting quality standards. Each unit is checked and double-checked for accuracy before it ships, so you receive a ready-to-install premium product right out of the box. The 26-spline, 1-1/8" hub fits transmissions like the TREMEC TKO, TKX, or any 26-spline T5 variant. The included cable-profile throw-out bearing also works with hydraulic release systems, giving you flexibility in your drivetrain setup.

Designed for the 10.4" metric pressure plate pattern with 3 alignment dowel pin holes--uses 8mm pressure plate bolts. Made in the USA and backed by MDL's 1-year free-from-defect warranty.

What's Included

• Diaphragm-style pressure plate (8mm bolt holes, metric pattern)
• Clutch disc with Kevlar/ceramic hybrid facings, 26-spline x 1-1/8" sprung hub
• Cable-profile throw-out bearing (hydraulic compatible)
• Pilot bearing
• Clutch alignment tool
• 1-year free-from-defect warranty

Key Features

• 800 horsepower capacity for high-performance street applications
• 26 x 1-1/8" input spline configuration with 246mm (9.687") disc diameter
• Economically priced twin disc design - uses your existing flywheel
• Organic/organic friction facings deliver smooth engagement with soft pedal effort
• Sprung hub discs for excellent release characteristics and driveability
• Diaphragm pressure plate with 10" Long bolt pattern and 8mm hardware
• Small ring adapter fits Ford 157T flywheels
• Street-focused design - not intended for competition use
• Made in the USA

Description

When you've built serious power but need a clutch that remains civilized on the street, the McLeod RST twin disc clutch kit delivers an economically priced solution for high-horsepower Ford applications. This kit solves the fundamental problem of single-disc clutches that either slip under power or become unbearably harsh for daily driving - without requiring you to purchase a new flywheel.

Capable of handling 800 horsepower, this clutch manages extreme power while remaining street-friendly. The twin-disc design spreads clamping loads across two organic friction surfaces, reducing pressure plate spring tension compared to equivalent single-disc setups. Organic-faced twin sprung hub friction discs provide smooth engagement with soft pedal effort and excellent release characteristics, making this ideal for enthusiasts who demand performance without sacrificing driveability.

The small ring adapter configuration works with Ford 157T flywheel bolt patterns. The 26 x 1-1/8" input spline accommodates transmissions like the TKO-500/600, TKX, and T56 Magnum. McLeod's patent-pending adapter ring ensures proper pressure plate positioning and prevents the binding issues common with universal adapters. This kit requires your existing flywheel, which must be properly resurfaced before installation. Flywheel surface must have a coarse texture from a stone grinder - if you run your fingernail across it, the texture should catch your nail.

Compatible with Ford applications using 10" Long bolt patterns with 8mm hardware for 10.5" bellhousing configurations. Note: This clutch is designed for high-horsepower street use and is not intended for competition environments. Made in the USA.

What's Included

• Diaphragm pressure plate (10" Long bolt pattern)
• Two organic friction discs (246mm diameter, 26 x 1-1/8" spline, sprung hub)
• Floater plate
• McLeod patent-pending small ring adapter
• Pilot alignment tool
• Installation instructions
• Flywheel clutch pattern chart

Note: This kit does not include a pilot bearing or throwout bearing.

Key Features

• 1,000hp torque capacity - built for extreme horsepower street/strip applications
• Dual ceramic friction discs provide slightly aggressive engagement with soft pedal effort
• 9.687-inch (246mm) disc diameter with 1-1/8-inch x 26-spline input shaft
• Patent-pending large gold metric adapter ring - bolts to your existing flywheel
• Blanchard ground floater plate distributes heat evenly and reduces driveline noise
• Diaphragm pressure plate delivers consistent clamping force with lighter-than-stock pedal feel
• Solid hub design for maximum torque transfer
• Fits Ford 164T Modular (4.6L, 5.0L Coyote, 5.4L) and GM 168T LS1/LS6 flat-style flywheels
• No dedicated flywheel required - economical upgrade path for high-power builds

Description

When your build pushes past 500hp and you still want to drive it on the street, single-disc clutches start showing their limits. The McLeod RXT twin disc clutch kit delivers 1,000hp holding capacity in a package that maintains street manners - soft pedal effort, smooth engagement, and the kind of durability that lets you drive to the track, run quarter-mile passes, and drive home without drama.

The engineering centers on dual ceramic friction discs mounted to a Blanchard ground floater plate. The ceramic facings provide slightly aggressive engagement with excellent release characteristics - enough grip for serious power without the on-off grabbiness that makes some racing clutches miserable in traffic. The floater plate distributes heat across both friction surfaces, preventing the hot spots that kill single-disc setups under sustained abuse. McLeod's diaphragm pressure plate maintains consistent clamping force throughout the disc's lifespan while actually delivering lighter-than-stock pedal effort.

This kit uses McLeod's patent-pending large gold metric adapter ring, eliminating the need for a dedicated flywheel. The adapter ring bolts directly to flat-style metric flywheels found on Ford 164T Modular engines (4.6L, 5.0L Coyote, 5.4L) and GM 168T LS1/LS6 applications. Critical note: this kit will NOT fit factory 2011-17 Coyote flywheels, recessed LS2/LS3/LS7 flywheels, or flywheels with crank reliefs larger than 6.250 inches in diameter. The 1-1/8-inch x 26-spline input shaft fits T-45, TR-3650, T-56, TR-6060, and TREMEC Magnum transmissions with 26-spline inputs.

Break-in requires 500-750 miles of stop-and-go city driving to properly seat the friction surfaces - no drag racing or dyno pulls until you've actuated the clutch 1,200-1,500 times. Always resurface the flywheel with a coarse stone-ground finish, replace the pilot bearing, and verify bellhousing alignment during installation. This kit does not include a pilot bearing or throwout bearing.

What's Included

• Diaphragm pressure plate
• Two ceramic friction discs (9.687-inch diameter, solid hub)
• Blanchard ground floater plate with noise-reducing straps
• Large gold metric adapter ring - CNC-machined and anodized (patent-pending)
• Pilot alignment tool
• Installation instructions
• Lifetime tech support from Modern Driveline

Note: Pilot bearing and throwout bearing not included - must be sourced separately for your application.

Key Features

• Premium-grade 8740 chromoly construction hardened to 180,000 PSI tensile strength
• 8mm x 1.25 thread size with 10mm hex head for proper socket access
• Black oxide finish for corrosion resistance and professional appearance
• Application-specific design ensures optimum grip length for Ford 302/351W engines
• Large diameter, low profile design increases clamping force over stock hardware
• Complete kit includes washers for proper installation
• Set of 6 bolts replaces all factory pressure plate fasteners

Description

The importance of pressure plate bolts in racing or high-performance street applications cannot be emphasized nearly enough. These fasteners play a key role in both the performance and safety of a vehicle. Factory pressure plate bolts are notorious weak points that can stretch or fail under power, leading to clutch slippage, pressure plate distortion, or catastrophic failure. When you're building serious power, the last thing you want is substandard hardware compromising your drivetrain.

ARP engineered these High Performance Series bolts specifically for 1986-1995 Ford 302 and 351 Windsor applications. Each bolt is forged from premium-grade 8740 chromoly steel and heat-treated prior to thread rolling and machining, achieving a nominal tensile strength of 180,000 PSI. The application-specific design ensures optimum grip length for your Ford V8, eliminating the guesswork that comes with generic hardware.

The 8mm x 1.25 threading matches factory specs while delivering vastly superior strength. Each bolt features a hex head design with 10mm socket access for easy installation and removal. The black oxide finish provides corrosion resistance while maintaining a clean appearance under the hood. The large diameter, low profile design increases clamping force compared to stock bolts, reducing the risk of pressure plate flex under high-load conditions.

Fits all 1986-1995 Ford applications equipped with 302 or 351W engines, including Mustang 5.0L, F-150 trucks, Bronco, E-Series vans, and Crown Victoria. Kit includes six pressure plate bolts with washers for complete replacement of all factory fasteners.

What's Included

• 6 x ARP pressure plate bolts (8mm x 1.25, 10mm hex head, black oxide finish)
• 6 x Washers

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

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

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 | 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

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

Description

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

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

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

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

Kit Includes

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

Key Features

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

Description

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

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

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

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

Kit Includes

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

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

What's Included

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

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

• 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

• Machined billet steel mounting stud for precision fitment and rock-solid attachment
• Chrome-plated high-strength steel construction for durability and corrosion resistance
• Direct bolt-on design with standard 2-bolt flange (3/8 in. holes on 7/8 in. center-to-center spacing)
• 12-inch overall length with 30-degree single bend (4 in. back x 11 in. tall)
• 3/8 in.-24 thread accepts virtually any aftermarket shift knob
• Countersunk mounting holes with included metric cap screws for clean, flush installation
• Fits TREMEC TKO-500, TKO-600, T5, T45, and T56 transmissions
• Lifetime manufacturer warranty
• Made in the USA

Description

Factory plastic shift levers flex under aggressive shifting and detract from the precise mechanical feel a performance transmission deserves. This Lokar tubular steel shift lever transforms your shifter into a solid, direct connection between driver and transmission, delivering crisp, positive engagement that matches the engineering in your TREMEC gearbox.

Built from high-strength steel with a chrome-plated finish, this lever is designed for durability and the classic hot rod aesthetic. The machined billet steel mounting stud is drilled and countersunk for the included 8mm socket head cap screws, creating a seamless, professional appearance with no exposed hardware at the shifter base. The 30-degree single bend positions the shift knob 4 inches rearward and 11 inches up from the mounting point—placing the grip in an ergonomically optimized position for most muscle car and pro-touring interiors.

Installation is straightforward: the standard 2-bolt flange pattern (3/8 in. holes on 7/8 in. center-to-center spacing) matches the shift towers on TREMEC TKO-500, TKO-600, T5, T45, and T56 transmissions, as well as Borg-Warner units using the same interface. The 3/8 in.-24 thread at the top accepts virtually any aftermarket shift knob, letting you dial in the exact grip style and weight that suits your driving. Backed by Lokar's lifetime warranty and manufactured in the USA, this lever is built to perform for the long haul. Boots, bezels, and shift knobs are sold separately.

Kit Includes

• Chrome-plated high-strength steel shift lever with machined billet steel mounting stud
• 8mm socket head cap screws
• Installation hardware

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

• Direct bolt-on for TREMEC T5, T45, T56, and Borg Warner shifters with standard 2-bolt flange
• 12-inch steel construction with layback geometry: 4-inch back offset, 11-inch height, 30-degree bend
• Fits standard 2-bolt flange measuring 7/8-inch center-to-center between bolt holes
• Durable black powder-coated finish for long-lasting appearance
• 3/8"-24 knob thread accepts most aftermarket shift knobs
• Machined mounting stud drilled and countersunk for included metric cap screws
• Manufacturer lifetime warranty
• Made in the USA

Description

When your stock shifter lever doesn't deliver the throw length, ergonomics, or style your build demands, this Lokar layback lever solves the problem with engineered precision. The direct bolt-on design eliminates guesswork--this lever mounts straight to TREMEC and Borg Warner manual transmission shifters without modifications or adapters.

The 12-inch layback configuration places the shift knob exactly where you want it--4 inches back and 11 inches up from the mounting point with a 30-degree bend that follows the natural arc of your shifting motion. This geometry puts the knob closer to the driver for shorter reaches and more comfortable throws, especially in tight interiors or deep bucket seat setups.

Built from steel tubing with a black powder-coated finish, this lever delivers the strength to handle aggressive shifting while maintaining a clean, professional appearance that resists chipping and fading. The machined mounting stud is drilled and countersunk for the included metric cap screws, ensuring a solid, vibration-free connection that won't work loose under hard use.

The standard 2-bolt flange measures 7/8-inch center-to-center, making it compatible with T5, T45, T56, TKO, TKX, and all TREMEC shifter assemblies that use the factory mounting pattern. The 3/8"-24 knob thread accepts a wide range of aftermarket shift knobs. Backed by Lokar's manufacturer lifetime warranty and Made in the USA.

Kit Includes

• 12-inch black powder-coated steel layback shifter lever
• Metric cap screws for mounting

Key Features

• Direct bolt-on compatibility with TREMEC T5, T45, TKX, T56 Magnum, and Borg Warner transmissions
• Black powder-coated steel construction for durability and corrosion resistance
• Layback geometry: 6 in. back x 14.5 in. tall with 30-degree bend for optimal hand position
• 16 in. overall length for comfortable reach in most cockpit configurations
• Standard 2-bolt flange with 7/8 in. center-to-center mounting pattern
• Machined billet steel mounting stud with countersunk metric cap screws included
• 3/8"-24 thread for broad aftermarket shift knob compatibility
• Made in the USA with lifetime manufacturer warranty

Description

Factory shifter levers often leave you reaching awkwardly or fighting an uncomfortable angle. This Lokar steel shift lever solves that problem with a layback design that positions your knob exactly where your hand naturally falls. The 6-inch setback combined with a 14.5-inch height and 30-degree bend creates ergonomics that make rowing through gears feel effortless, even on long drives or spirited canyon runs.

Lokar builds these tubular steel levers specifically for TREMEC and Borg Warner manual transmissions. The standard 2-bolt flange measures 7/8 in. center to center between mounting holes, making it a direct bolt-on for T5, T45, TKX, T56 Magnum, and all TREMEC shifters using that common pattern. No adapter plates, no drilling, no fitment headaches.

The engineering shows in the details. A machined billet steel mounting stud replaces the sloppy stamped hardware found on lesser levers, eliminating play at the base for a solid, precise feel. The stud comes drilled and countersunk for the included metric cap screws, giving you a clean, finished appearance with no exposed bolt heads. Black powder coating protects the steel from corrosion and heat while delivering the blacked-out aesthetic that complements modern muscle car interiors.

The 3/8"-24 knob thread is the most common size in aftermarket shift knobs, so you have your pick of styles from weighted billets to classic round balls. Made in the USA and backed by Lokar's lifetime manufacturer warranty, this lever is built to perform for the life of your build.

What's Included

• 16 in. black powder-coated steel shifter lever (layback style)
• Machined billet steel mounting stud
• Metric cap screws for installation
• Lifetime manufacturer warranty

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

Key Features

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

Description

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

• Rectangular base measures 7-3/4 in. wide x 8-3/4 in. long, covers openings up to 6-3/4 in. wide x 7-3/4 in. long
• 6-pleat rubber boot design flexes smoothly with shifter movement
• Chrome ID plate and complete mounting hardware included
• Black rubber boot with chrome trim plate finish
• Designed specifically for large hole shifter installations
• Hurst part number 114-7494

Description

Large shifter openings in the tunnel present a real problem: standard boots don't cover them, leaving gaps that look unfinished and let noise, heat, and debris into the cabin. The Hurst Super Boot solves this with a rectangular footprint measuring 7-3/4 in. wide x 8-3/4 in. long, sized to cover tunnel openings up to 6-3/4 in. wide x 7-3/4 in. long. Whether you're finishing a custom shifter installation, a transmission swap, or replacing a worn original boot, this is the go-to solution for oversized openings.

The boot itself features 6 pleats molded from quality rubber, allowing full range of shifter movement without binding or excessive resistance. The pleated design maintains a tight seal around the shifter lever throughout its travel, keeping out road noise and debris while looking clean from the driver's seat. The rubber compound resists cracking and deterioration from heat and fluid exposure - critical for any boot sitting above a hot transmission tunnel.

Hurst packages this as a complete kit with the chrome ID trim plate and all necessary mounting hardware. That chrome plate is instantly recognizable - the industry standard for over 50 years. When gearheads see that black boot and chrome Hurst plate combination, they know the build is serious. Universal application fits any manual transmission installation where large tunnel openings need professional coverage.

What's Included

• Rectangular rubber shifter boot with 6 pleats (black)
• Chrome ID trim plate
• Complete mounting hardware

Key Features

• Billet aluminum trim ring with ball-milled edges for premium show-quality appearance
• Outer dimensions: 6-3/4" x 5-1/4" - fits standard floor-mount shifter openings
• Inner dimensions: 5-1/2" x 4" - accommodates most aftermarket shifter levers
• Black Naugahyde construction for durability and classic hot rod styling
• Foam rubber seal eliminates airflow and road noise through floor opening
• Boot hugs shifter lever cleanly - no unsightly pull ties or laces
• Includes stainless steel mounting screws for secure installation
• Made in the USA with lifetime warranty

Description

A cheap shift boot can ruin an otherwise clean interior build. This Lokar rectangular shift boot delivers the finishing touch your hot rod or muscle car deserves, combining durable black Naugahyde construction with a precision-machined billet aluminum trim ring featuring ball-milled edges. The result is a show-quality appearance that complements everything from traditional street rods to resto-mod builds.

The engineering centers on a smart billet bezel design that sits atop the boot and fits over the shifter lever. A foam rubber seal underneath blocks airflow and road noise from entering through the floor opening - a critical comfort detail that cheaper boots ignore. Unlike bargain alternatives that use visible pull ties or laces, this boot hugs the shifter lever for a clean, integrated look with no exposed fasteners marring your interior.

With outer dimensions of 6-3/4" x 5-1/4" and inner dimensions of 5-1/2" x 4", this rectangular boot fits standard floor-mount and cable-operated shifter applications. The rectangular footprint is specifically designed for floor-mount shifters rather than transmission-mounted units, making it the correct choice for TREMEC TKX, TKO, and T-56 Magnum installations in vehicles without center consoles. The complete kit includes everything needed for a straightforward installation.

Kit Includes

• Black Naugahyde shift boot
• Billet aluminum trim ring with ball-milled edge
• Foam rubber floor seal
• Stainless steel mounting screws

Key Features

• Black Naugahyde construction - durable, weather-resistant material that maintains appearance in high-heat environments
• Polished stainless steel trim ring - 6-3/4 x 5-1/4 inch outer dimensions, 5-1/2 x 4 inch inner dimensions
• Integrated foam rubber seal blocks airflow, dust, and heat from entering through the floor
• Stainless steel mounting screws included for secure, corrosion-resistant installation
• Boot hugs shifter lever directly - no pull ties or laces required for a clean, streamlined appearance
• Rectangular design ideal for floor-mount and cable-operated shifters

Description

Finish your manual transmission build with this Lokar rectangular shift boot that delivers both a clean, professional appearance and functional air sealing. The black Naugahyde construction offers superior durability compared to standard vinyl, maintaining flexibility and appearance even under high cabin temperatures. A polished stainless steel trim ring provides a premium look that complements both traditional hot rod and modern performance interiors.

The rectangular footprint makes this boot particularly well-suited for floor-mount shifters and cable-operated systems where a traditional round boot won't provide proper coverage. Unlike cheaper alternatives with exposed pull ties or laces, this boot hugs the shifter lever directly for a streamlined, factory-quality finish. The included foam rubber seal eliminates air flow from the floor through the boot, blocking road noise, dust, and heat from entering the cabin.

Installation is straightforward with the included stainless steel mounting screws. The stainless bezel sits on top of the boot for a finished appearance. Whether you're wrapping up a TREMEC swap or finishing a custom hot rod interior, this shift boot delivers the polished look your build deserves.

What's Included

• Black Naugahyde rectangular shift boot
• Polished stainless steel trim ring (6-3/4 x 5-1/4 inch outer, 5-1/2 x 4 inch inner)
• Stainless steel mounting screws
• Foam rubber seal

Key Features

• Black Naugahyde boot construction for durability and classic hot rod aesthetic
• Black anodized billet aluminum ring with ball-milled edges
• 5-1/4" x 6-3/4" outer ring dimensions for rectangular floor openings
• Foam rubber seal blocks airflow and road noise from the cabin
• No-lace design - boot hugs the shifter lever directly for a clean appearance
• Stainless steel flathead mounting screws included
• Made in the USA with lifetime warranty

Description

A sloppy, ill-fitting shift boot ruins the look of any interior - and a gap around the shifter lets hot transmission tunnel air, exhaust fumes, and road noise flood the cabin. This Lokar rectangular shift boot kit solves both problems with a premium black Naugahyde boot that hugs the shifter lever without unsightly pull ties or laces, plus a foam rubber seal that blocks airflow from below.

The black anodized billet aluminum ring features ball-milled edges that add visual depth and a machined quality you can see and feel. At 5-1/4" x 6-3/4" outer dimensions, this rectangular ring fits most floor-mount shifter installations in classic muscle cars, street rods, and custom builds. The black anodized finish resists fading and corrosion for years of abuse.

Lokar builds this kit entirely in the USA and backs it with a lifetime warranty - the kind of confidence that comes from decades of manufacturing shifter accessories for the performance aftermarket. The complete kit arrives ready to install with stainless steel flathead screws for a clean, professional look.

What's Included

• Black Naugahyde rectangular shift boot
• Black anodized billet aluminum ring with ball-milled edges (5-1/4" x 6-3/4" outer dimensions)
• Foam rubber floor seal
• Stainless steel flathead mounting screws

Lokar Rectangular Shift Boot | Black Naugahyde | Polished Black Stainless Ring

Key Features

• Black billet aluminum ring with precision ball-milled edge
• Rectangular ring dimensions: 6-3/4" x 5-1/4" outer, 5-1/2" x 4" inner
• Foam rubber seal eliminates airflow and debris from entering through floor
• Boot hugs shifter lever tightly with no pull ties or laces
• Polished stainless bezel fits over shifter lever for clean appearance
• Durable black Naugahyde boot material
• Stainless steel mounting screws included

Description

Exposed transmission openings and loose-fitting boots let hot air, exhaust fumes, and road debris into your cabin. This Lokar rectangular shift boot kit solves that problem while delivering a clean, finished look that complements traditional hot rod and custom interiors.

The black billet aluminum ring features a precision ball-milled edge that provides both visual appeal and a quality tactile feel. A polished stainless bezel fits precisely over the shifter lever, creating a clean transition point at the top of the boot. The included foam rubber seal sits beneath the assembly to block airflow from the floor, keeping heat and fumes where they belong.

Unlike cheaper boots that require unsightly pull ties or laces, this Lokar boot hugs the shifter lever tightly on its own, maintaining a clean appearance that won't loosen or sag over time. The rectangular ring measures 6-3/4" x 5-1/4" on the outside with a 5-1/2" x 4" inner opening, providing versatile fitment for most floor-mounted manual shifter applications. The rectangular profile is particularly well-suited for hot rod and street rod builds where it complements traditional console and tunnel designs.

Installation is straightforward with the included stainless steel mounting screws. When the details matter to your build, this boot kit delivers the fit and finish that sets professional-quality interiors apart from the rest.

What's Included

• Black Naugahyde shift boot
• Black billet aluminum ring with ball-milled edge
• Polished stainless steel bezel
• Foam rubber seal
• Stainless steel mounting screws

Key Features

• 5-inch round black Naugahyde boot with brushed billet aluminum trim ring featuring ball-milled edge detail
• Polished stainless steel bezel fits cleanly over shifter lever for a finished look
• Foam rubber seal eliminates air flow from floor through boot
• Boot hugs shifter lever tightly - no unsightly pull ties or laces
• Complete kit includes stainless steel mounting screws
• Made in the USA with lifetime warranty

Description

A quality hot rod build deserves details that match the craftsmanship under the hood. Cheap, floppy shift boots with visible pull ties or laces cheapen an otherwise well-executed interior. This Lokar Classic Shifter Boot solves that problem with a tight-fitting black Naugahyde boot that hugs the shifter lever cleanly - no ties, no laces, just a professional appearance that signals attention to detail.

The billet aluminum trim ring features Lokar's signature ball-milled edge, adding machined precision that complements polished or brushed interior accents. Up top, a polished stainless steel bezel fits over the shifter lever, creating a finished transition between boot and stick. The included foam rubber seal prevents air from flowing up through the floor - keeping road noise, heat, and debris where they belong.

At 5 inches round, this boot fits floor-mounted shifter applications in hot rods, customs, and classic builds. The round configuration accommodates round shifter levers and provides the clean, symmetric look traditional hot rod interiors demand. Lokar manufactures these boots in the USA and backs them with a lifetime warranty.

What's Included

• Black Naugahyde shift boot
• Billet aluminum trim ring with ball-milled edge (brushed finish)
• Polished stainless steel bezel
• Foam rubber seal
• Stainless steel mounting screws

Key Features

• Black naugahyde boot with 5-inch outer diameter and 4-inch inner diameter
• Polished stainless steel trim ring with ball-milled edge detail
• Foam rubber seal eliminates air flow and drafts from floor through boot
• Boot hugs shifter lever
• 5.25-inch boot height for clean coverage
• Includes stainless steel mounting screws
• Made in the USA with lifetime warranty

Description

A well-built hot rod interior demands clean, period-correct details -- and nothing ruins the look faster than a cheap boot with elastic bands or exposed ties around your shifter. This Lokar shift boot solves that problem with classic naugahyde construction and a polished stainless steel ring that fits cleanly over your shifter lever for a finished appearance that matches the craftsmanship of the rest of your build.

The 5-inch round design features precise dimensions -- 5-inch outer diameter, 4-inch inner diameter, and 5.25-inch boot height -- giving you the coverage you need without excess bulk. The polished stainless steel trim ring showcases a ball-milled edge that adds machined detail, speaking to the quality hot rodders expect from Lokar.

Beyond looks, the engineering addresses real-world concerns. The included foam rubber seal eliminates air flow from the floor through the boot, cutting down on drafts, road noise, and debris infiltration into your transmission tunnel. The boot itself hugs your shifter lever snugly without requiring pull ties or laces, maintaining clean lines while providing a secure seal that won't loosen over time.

Perfect for transmission-mounted shifters in hot rods, street rods, and classic builds where authentic styling matters. Made in the USA and backed by a lifetime warranty.

What's Included

• Black naugahyde shift boot (5.25" height)
• Polished stainless steel trim ring with ball-milled edge (5" OD x 4" ID)
• Foam rubber seal
• Stainless steel mounting screws

Key Features

• Black anodized billet aluminum ring with ball-milled edge for coordinated hot rod styling
• 5-1/4-inch outer diameter with 4-inch inner diameter fits most floor shifter openings
• Black naugahyde boot construction delivers classic hot rod aesthetics
• Polished stainless bezel fits over shifter lever for clean transition
• Integrated foam rubber seal eliminates air flow from floor through boot
• Form-fitting design hugs shifter lever with no pull ties or laces
• Includes stainless steel mounting screws
• Made in the USA with lifetime warranty

Description

Gaps around shifter levers look sloppy and let road noise, dust, and exhaust fumes into the cabin. This Lokar Midnight Series shift boot kit solves both problems with a clean, form-fitting design that delivers classic hot rod styling while sealing the floor opening around your shifter.

The 5-inch round boot features a black anodized billet aluminum ring with ball-milled edges that provide both visual depth and tactile grip during installation. The ball-milled edge treatment creates shadow lines that enhance the three-dimensional appearance while coordinating with other black interior components. Unlike cheaper stainless options, the black anodized finish delivers the blacked-out look modern hot rodders demand.

Unlike inferior boots with visible drawstrings or laces, this design hugs the shifter lever naturally for a factory-quality appearance. The polished stainless bezel on top of the boot fits over the shifter lever, creating a seamless transition. An integrated foam rubber seal eliminates air flow from beneath the vehicle into the cabin, keeping dust, debris, and exhaust fumes where they belong.

The black naugahyde boot material provides authentic period-correct styling while offering excellent durability against heat, UV exposure, and daily use. Compatible with most transmission-mounted and floor-mounted manual shifters in hot rod and classic car applications. Made in the USA by Lokar and backed by a lifetime warranty.

What's Included

• Black naugahyde shift boot
• Black anodized billet aluminum ring with ball-milled edge (5-1/4" OD x 4" ID)
• Polished stainless steel bezel
• Foam rubber floor seal
• Stainless steel mounting screws

Key Features

• 5-inch round black Naugahyde shift boot designed for hot rod builds
• Polished black stainless steel ring with ball-milled edge for refined appearance
• Foam rubber seal eliminates air flow from floor through boot
• Polished stainless bezel on top fits over shifter lever
• Boot hugs shifter lever with no unsightly pull ties or laces
• Made in the U.S.A. with lifetime warranty

Description

Turn an exposed shifter opening into a finished detail with this classic Lokar round shift boot designed specifically for hot rod builds. The polished stainless bezel fits over your shifter lever, creating a clean, professional appearance that matches the craftsmanship of your drivetrain. Whether you're running a TREMEC TKX, TKO, or any floor-mounted manual shifter, this boot delivers authentic hot rod styling while providing practical cockpit protection.

Constructed from durable black Naugahyde, this 5-inch round boot offers the timeless look builders expect from Lokar. The integrated foam rubber seal prevents air flow from the floor through the boot, eliminating drafts and reducing interior noise. Unlike lesser boots that rely on pull ties or laces, this design hugs the shifter lever cleanly for a seamless appearance.

The polished black stainless steel ring features a ball-milled edge for both visual appeal and secure floor mounting. Installation is straightforward with the included stainless steel screws. This round configuration works with most hot rod floor-mount shifter installations where you want clean styling without exposed hardware.

Ideal for hot rod builds where authentic styling meets modern function. Made in the U.S.A. and backed by a lifetime warranty.

Kit Includes

• Black Naugahyde shift boot
• Polished black stainless steel ring with ball-milled edge
• Polished stainless steel bezel
• Foam rubber floor seal
• Stainless steel mounting screws

Key Features

• 83" overall length - application-specific sizing for 1965-1968 Mustang to Toploader routing
• 5/8" screw-type transmission connection - direct fit to Toploader speedometer drive housing
• Passenger-side routing design - matches factory Mustang 4-speed Toploader configuration
• OEM-style construction - maintains period-correct appearance and function for mechanical speedometers
• Direct replacement fitment - eliminates speedometer inaccuracy from worn or damaged cables

Description

Dead speedometers and inaccurate odometers almost always trace back to one failure point: the speedometer cable. When the inner cable breaks, binds, or wears out, your dash becomes useless for monitoring speed and mileage. This 83" speedometer cable delivers the exact length and connection type your 1965-1968 Mustang needs for proper Ford Toploader 4-speed interface.

The 5/8" screw-type connection threads directly into the Toploader's speedometer drive housing on the passenger side - exactly as Ford designed it. Mustang Toploaders feature the speedometer gear access hole on the passenger side of the transmission, and this cable is engineered specifically for that configuration. The driven gear mounts on the end of the cable and inserts into the transmission, where the drive gear on the output shaft spins it to turn your speedometer.

Unlike generic 80" cables that require awkward routing and extra securing points under the car, this 83" cable provides the correct length for clean, factory-style installation. The routing follows the passenger side of the transmission tunnel, maintaining appropriate bend radii that prevent binding and ensure smooth speedometer operation. When paired with the correct driven gear for your rear axle ratio and tire size, this cable restores accurate speed and mileage readings to your Mustang's instrument cluster.

Engineered specifically for Ford Toploader 4-speed transmissions in 1965-1968 Mustang applications. Direct replacement for original equipment cables that have failed due to age, wear, or damage. OEM style for mechanical gauges.

What's Included

• 83" speedometer cable assembly with inner cable and outer housing
• 5/8" screw-type transmission connection end
• Instrument cluster connection end

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

• 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

• 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

• 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)

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.

BACK TO MOUNTS HOME PAGE

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.