Key Features

• Close-ratio, short-throw design for lightning-fast gear changes
• Small top turret sized specifically to clear Mustang II floor openings
• Billet aluminum construction for maximum strength and weight savings
• 7/8-inch on-center mounting fits most aftermarket shift levers
• Belleville washers deliver crisp 2-3 shift detent feel
• No-stops design allows easy shifter servicing without full disassembly
• High-temperature lower dust boot included
• 1" or 1.5" backward stub offset positions shifter in factory location
• Rear shifter position with rear socket orientation
• 100% Made in the USA

Description

Swapping a TREMEC T5 or T45 into a '74-'78 Mustang II creates a predictable headache: the factory tunnel opening is tight, and most aftermarket shifters simply won't clear the floor without major surgery. MDL's Qwik Stik solves this problem with a purpose-built short-throw shifter featuring a compact top turret designed specifically for Mustang II applications.

The precision-machined billet aluminum construction eliminates flex under hard shifting while saving weight over cast alternatives. Belleville spring washers provide positive detent engagement that makes the critical 2-3 upshift feel crisp and confident - no vague, notchy gates here. Unlike shifters with mechanical stops that can break or bind over time, the Qwik Stik's no-stops design uses spring tension for smooth operation and allows easy access for maintenance when needed.

The 1" or 1.5" backward stub offset positions your shift lever exactly where you expect it, maintaining that factory feel with aftermarket performance. The 7/8-inch on-center mounting pattern accepts most aftermarket shift levers, so you can run your preferred lever, boot, and knob combination. Simply attach your shift lever, install your boot and knob, and you're ready to row through the gears.

Compatible with TREMEC T5 transmissions using Mustang tail housings and T45 transmissions. Note: This shifter will not fit Camaro or S-10 T5 applications - those use different tail housing configurations. Proudly crafted 100% in the USA with MDL's lifetime technical support.

What's Included

• Precision-machined billet aluminum shifter assembly with anodized finish
• Belleville spring washers for detent operation
• High-temperature lower dust boot
• All necessary mounting hardware
• Lifetime technical support: 208-453-9800

Tremec Super Duty T5 5-Speed | 1983-1993 Ford Mustang V8 | 2.95 First, 0.63 OD | Stock Shifter

Key Features

• 330 ft-lb torque capacity - handles up to 450 hp on street tires
• 2.95 first gear ratio for strong launch performance
• 0.63 overdrive drops cruise RPM for improved fuel economy and reduced engine wear
• World Class internals with carbon fiber synchronizer rings on gears 1-4
• 7.8-inch input shaft -- correct length for SN95 bellhousing depth
• 10-spline input shaft (1-1/16" diameter) and 28-spline output shaft
• Steel front bearing retainer with Cobra-style pocket bearing
• Tapered carrier bearings and main needle bearings throughout
• 7-tooth speedometer drive gear (6 and 8-tooth available)
• Just 75 lbs dry - TREMEC's most compact transmission
• Direct replacement for 1983-1993 V8 Mustangs
• Optional 0.63 overdrive ratio available
• Shifter Stub Location: straight up on center line, 19.50” back from the bellhousing face

Description

The factory T5 behind your '94-'95 V8 or '94-'98 V6 SN95 Mustang was designed for economy-car duty and compromised gearing. This MDL-enhanced Super-Duty T5 solves both problems: it delivers a higher torque capacity, improved internals, and gear ratios optimized for real street performance. The 2.95 first gear launches harder off the line without over-revving, and the deep 0.63 overdrive drops highway RPMs for quieter cruising and reduced engine temperatures.

World Class construction sets this transmission apart from earlier non-WC units. Tapered carrier bearings and main needle bearings reduce friction and improve durability under load. Carbon fiber synchronizers on all four forward gears (1st through 4th) provide quicker engagement and better high-RPM shifting than bronze-lined rings. The steel front bearing retainer and Cobra-style pocket bearing address the weak points found in OEM aluminum retainers, while the correctly-sized 7.8-inch input shaft ensures proper engagement with the deeper SN95 bellhousing.

MDL builds this transmission specifically for the aftermarket, enhancing the standard TREMEC T5 for SN95 applications. The conservative 330 ft-lb torque rating safely handles street cars up to 450 hp on DOT-approved tires. This is a direct replacement for 1994-1995 Ford Mustang GT, Cobra, and V8 models, as well as 1994-1998 3.8L V6 Mustangs. It can also work with 1999-2004 V6 Mustangs when paired with a speedometer ERA adapter. For other swaps, this transmission fits vehicles using the '94-'95 bellhousing with a seven o'clock fork opening, or Fox body bellhousings with MDL's MD-401-2110 spacer plate.

Replaces Ford part numbers 1352-238, 1352-242, 1352-246, 1352-252, and 1352-253. Uses 2.75 quarts of ATF Dexron III fluid.

Kit Includes

• TREMEC Super Duty T5 transmission assembly (TREMEC part number 1352-251) with 2.95, 1.94, 1.34, 1.00, 0.63 gear ratios
• 7.8-inch input shaft -- correct length for SN95 bellhousing depth
• Built-in reverse light switch (left side)
• Built-in cruise control safety switch (right side)
• Mechanical speedometer drive gear (7-tooth Ford pattern)
• Fill and drain plugs
• Installation instructions
• MDL extended warranty: manufacturer warranty plus 1 additional year with 1-year grace period
• Lifetime technical support from Modern Driveline

Key Features

• Precision-machined billet steel construction - stronger and more durable than cast flywheels with superior heat dissipation
• 21-pound lightened design - sheds rotating mass for improved throttle response and quicker revs
• 148-tooth ring gear - correct tooth count for Mustang II V8 starter compatibility (not the common 157-tooth)
• 28oz external balance - matches Windsor 302/351 crankshaft balance requirements
• 10-inch long pattern clutch bolt circle - accepts 10-inch clutch assemblies with long-style pressure plate mounting
• 6-bolt crankshaft attachment - direct fit to small block Ford Windsor engines
• Made in the USA - precision manufacturing and strict quality control

Description

Finding an OEM flywheel for a Mustang II V8 is notoriously difficult - the originals are scarce and command a premium when they surface. This lightened billet steel flywheel solves that problem while delivering a significant performance upgrade over the heavy factory unit. By reducing rotating mass to just 21 pounds, this flywheel improves throttle response and allows the engine to rev more freely, making the most of the 302's available horsepower.

The Mustang II V8 uses a unique 148-tooth ring gear - different from the 157-tooth flywheel found in other Ford applications. This flywheel is machined specifically for Mustang II fitment, ensuring proper starter engagement without modification. The 28oz external balance matches the factory Windsor crankshaft balance, eliminating vibration concerns and maintaining smooth operation throughout the RPM range.

Billet steel construction provides the strength and heat capacity that aluminum alternatives lack. Where aluminum flywheels can warp or crack under repeated heat cycles, billet steel maintains its integrity through aggressive street driving and high-performance use. The 10-inch long pattern clutch mounting surface accepts both OEM and performance clutch assemblies, giving you flexibility in your clutch selection.

Designed specifically for 1974-1978 Mustang II V8 applications with 302 or 351 Windsor engines. This flywheel is manufactured in the USA with precision CNC machining and rigorous quality standards.

What's Included

• One lightened billet steel flywheel (21 lbs) - precision CNC-machined from solid steel billet
• 148-tooth integral ring gear - machined as part of flywheel body
• 28oz balance weight - factory-installed

Lightened Billet Steel Flywheel | 1974-1978 Mustang II | 148 Tooth | 50oz Balance

Key Features

• Lightened billet steel construction - 21 lbs. for improved throttle response over cast iron
• 148-tooth ring gear matches factory Mustang II bellhousing starter position
• 50oz external imbalance for 1981+ 302 Windsor crankshafts
• 10-inch long-style clutch pattern only - will not accept diaphragm-style pressure plates
• 6-bolt crankshaft mounting pattern
• Single-disc clutch compatible
• Made in the USA

Description

The Mustang II's compact bellhousing demands a unique 148-tooth flywheel that most manufacturers don't produce. Finding one with the correct 50oz imbalance for a late-model 302 swap is even harder - standard 157-tooth and 164-tooth flywheels simply won't fit the Mustang II bellhousing, and the starter will never engage properly. MDL's Lightened Billet Steel Flywheel solves this niche fitment problem with a purpose-built solution.

Machined from billet steel rather than cast iron, this flywheel weighs just 21 lbs. - significantly lighter than the heavy factory cast units. That reduced rotating mass translates directly to sharper throttle response and quicker revs. The 50oz external imbalance is engineered specifically for 1981 and later 302 Windsor crankshafts. If your Mustang II build uses an earlier 302 with a 28oz crankshaft, MDL offers a matching 28oz version of this flywheel instead.

This flywheel is designed exclusively for 10-inch long-style clutch patterns. It will not work with 10-inch diaphragm-style pressure plates - verify your clutch setup before ordering. The 6-bolt crankshaft pattern provides secure mounting to all Windsor small blocks. Fits 1974-1978 Ford Mustang II V8 applications. Proudly made in the USA.

What's Included

• Lightened billet steel flywheel with 148-tooth ring gear (21 lbs.)
• MDL lifetime technical support

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

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

Key Features

• 10-inch long pattern diaphragm pressure plate with 3-1/8-inch bolt spacing
• Double-riveted organic/organic disc facings for smooth engagement
• Fully sprung hub with dampening and Marcel spring for precise clutch control
• 10-spline 1-1/16-inch hub fits Ford 289/302 transmissions
• Cable throw-out bearing included for direct bolt-in installation
• Rated for 250 ft-lb torque capacity
• Hand-built in-house with quality inspections before shipping
• 1-year free-from-defect warranty
• Made in the USA

Product Description

This Superior clutch set solves the upgrade problem for Ford enthusiasts running three-speed, four-speed, or T5 transmissions with cable actuation systems. Designed specifically for stock 289/302 10-inch long pattern flywheels with 3-1/8-inch bolt spacing, this kit delivers reliable performance for street driving and weekend cruising without breaking the bank.

The diaphragm pressure plate uses 5/16-inch pressure plate bolts in the Ford 10-inch long pattern configuration for proper fitment. The clutch disc features true full organic double-riveted facings on both sides, providing the smooth engagement characteristics that street applications demand. Unlike aggressive race compounds that chatter and grab, organic facings modulate predictably from idle to highway speeds -- exactly what you want in a daily driver or show car.

The fully sprung hub includes dampening elements and a Marcel spring that absorb driveline shock and deliver precise clutch control during engagement and release. This matters because it eliminates the harsh, on-off engagement that makes parking-lot maneuvering a chore. The 10-spline 1-1/16-inch hub configuration fits the input shaft found on classic Ford transmissions paired with small-block 289 and 302 engines.

All Superior clutch disks are hand-built in-house so MDL can ensure quality, exacting tolerances, and flawless operation. Every assembly is checked and double-checked for accuracy before it goes in the box. You receive a ready-to-install premium piece right out of the box, backed by a 1-year free-from-defect warranty. Made in the USA.

Kit Includes

• Diaphragm pressure plate with 3-1/8-inch bolt spacing
• 10-inch clutch disc with organic/organic double-riveted facings
• Cable throw-out bearing
• Pilot bushing
• Clutch alignment tool

Key Features

• Kevlar facing on pressure plate side delivers twice the service life of stock organic material
• Organic facing on flywheel side for smooth, chatter-free cable fork engagement
• Diaphragm pressure plate with 3-1/8" bolt spacing using 5/16" pressure plate bolts
• Ford 10-spline 1-1/16" input shaft hub for T5 five-speed compatibility
• Fully sprung hub with marcel spring for precise clutch control and drivetrain dampening
• 300 lb-ft torque capacity for performance street applications
• Hand-built in-house with exacting tolerances and double-checked accuracy
• Made in the USA with 1-year free-from-defect warranty

Description

Converting a classic Ford small block to a T5 five-speed using a Fox-body bellhousing and cable release fork? This Superior 10-inch Long Pattern Clutch Kit solves the exact challenge you're facing. Engineered specifically for stock 289/302 10-inch long pattern flywheels, this kit delivers the precise engagement characteristics essential for cable-actuated systems while providing the durability to outlast stock components.

The dual-material disc design puts performance where it counts. True full Kevlar facing on the pressure plate side provides twice the service life of stock organic material while maintaining the progressive engagement that cable systems demand. The organic facing on the flywheel side ensures smooth, chatter-free operation that works seamlessly with mechanical linkage. The fully sprung hub carrier with marcel spring eliminates drivetrain shock while providing the precise clutch control that separates a professional installation from a parts-swapper setup.

Every Superior clutch disc is hand-assembled in MDL's facility, where each component is checked and double-checked for accuracy before shipping. The diaphragm pressure plate uses the correct 3-1/8" bolt spacing with 5/16" bolts, ensuring proper fit on stock and aftermarket 10-inch long pattern flywheels. This is Performance Proven hardware - tested in racing conditions on and off track, and proven reliable for high-performance street use.

Perfect for Fox-body T5 conversions, four-speed swaps, and any application requiring the stock 10-inch long clutch pattern with cable actuation. The 10-spline 1-1/16" hub matches the Ford T5 input shaft specification. Made in the USA and backed by MDL's commitment to precision engineering.

Kit Includes

• Diaphragm pressure plate with 3-1/8" bolt spacing
• Kevlar/organic clutch disc with 10-spline 1-1/16" hub and fully sprung carrier
• Cable throw-out bearing
• Pilot bushing
• Clutch alignment tool

Key Features

• Full Kevlar/Kevlar disk facings deliver twice the service life of organic clutch facings
• Diaphragm pressure plate with 3-1/8" bolt hole spacing and 5/16" pressure plate bolts
• Fully sprung hub with marcel spring for superior dampening and progressive clutch control
• 10 spline 1-1/16" input shaft hub matches TREMEC T5 transmission conversions
• Cable-actuated throwout bearing included for mechanical linkage applications
• 400 ft-lbs torque capacity ideal for performance street and open track use
• Hand-assembled in-house by MDL with 1-year defect warranty
• Made in the USA

Description

Stock organic clutch facings burn out fast under spirited driving, leaving you with glazed surfaces, inconsistent engagement, and a shortened service life. The MDL Superior Ford 10" Long Pattern Clutch Kit solves these problems with dual Kevlar facings that deliver consistent pedal feel and double the lifespan of conventional organic disks—without sacrificing street manners.

The engineering starts with the clutch disk itself. Full Kevlar facings on both the pressure plate and flywheel sides provide progressive engagement characteristics that work equally well in stop-and-go traffic or under hard acceleration. The fully sprung hub incorporates dampening springs to absorb driveline shock, while the marcel spring ensures complete clutch release and smooth power transfer. This combination eliminates the grabby, on-off engagement typical of racing clutches while still delivering 400 ft-lbs of holding power for modified small blocks.

The diaphragm pressure plate features MDL's precise 3-1/8" bolt spacing pattern with 5/16" bolts, ensuring proper fit to Ford 10" long pattern flywheels commonly found on 289/302 applications. The included cable throwout bearing is purpose-built for mechanical linkage conversions—perfect for T5 swaps retaining cable clutch actuation. The 10 spline 1-1/16" hub matches the input shaft on 10-spline TREMEC T5 transmissions.

Every MDL Superior clutch is hand-assembled in-house to exact tolerances before shipping, ensuring flawless operation right out of the box. Built for performance street driving and open track days. Made in the USA and backed by MDL's 1-year defect warranty.

What's Included

• Diaphragm pressure plate with 3-1/8" bolt spacing and 5/16" bolts
• Kevlar/Kevlar clutch disk with 10 spline 1-1/16" hub and fully sprung center
• Cable throwout bearing
• Pilot bushing
• Clutch alignment tool
• Installation and break-in instructions
• 1-year defect warranty
• Lifetime technical support

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

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

• Extended 0.900" width provides up to 0.400" additional depth for transmission conversion applications where the standard pilot doesn't reach the crank
• Heavy-duty oil-impregnated bronze construction self-lubricates during operation for extended service life
• Precision dimensions: 1.380" OD x 0.670" ID for proper Small Block Ford crankshaft fitment
• Compatible with T5 and TKX transmission conversions requiring extended pilot support
• Made in the USA with lifetime technical support

Description

When converting to a T5, TKX, or other manual transmission, you may find the standard pilot bushing doesn't provide adequate depth for the input shaft to properly engage the crankshaft. This extended bronze pilot bushing solves that problem by providing a 0.900" width that allows positioning up to 0.400" deeper than standard applications, ensuring proper input shaft support during clutch disengagement.

The heavy-duty bronze construction is oil-impregnated, meaning the porous sintered material holds lubricant that self-releases as the bushing operates and heats up. This provides precise, lubricated alignment between the transmission input shaft and crankshaft while the clutch disc is released. Unlike roller bearings that can fail catastrophically and damage the input shaft, a bronze bushing is a more forgiving, long-lasting solution that won't gall or score the shaft.

For easiest installation, freeze the bushing overnight before pressing it into the crankshaft bore. The cold contracts the bronze slightly, allowing for a smoother press-fit installation. Do not apply grease to the bore of an oil-impregnated bushing, as grease can seal the pores and impede the bronze's natural self-lubricating properties.

Fits Small Block Ford V8 engines requiring 1.380" OD x 0.670" ID pilot bushing specifications. Proudly made in the USA with lifetime technical support from MDL.

What's Included

• One extended heavy-duty bronze pilot bushing (1.380" OD x 0.670" ID x 0.900" wide)
• Lifetime technical support

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

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

Description

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

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

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

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

Kit Includes

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

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

What's Included

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

Key Features

• CNC-machined from solid billet aluminum for maximum rigidity and precise shifts
• Black anodized finish for durable corrosion resistance and professional appearance
• 8-inch straight lever design for optimal reach and shift feel
• Direct bolt-on fitment for TREMEC TKO-500, TKO-600, T-5, T-45 and T-56 with standard 2-bolt flange
• Also compatible with Richmond LGT 700 transmissions
• 3/8"-16 threaded stud accepts most aftermarket shift knobs
• Mounting holes: 3/8-inch diameter on 7/8-inch center-to-center spacing

Description

Factory shift levers are stamped steel compromises. This Bowler Performance billet aluminum shift lever eliminates flex and delivers the solid, precise feel that serious builds demand. CNC-machined from solid billet aluminum, the 8-inch straight design provides clean aesthetics and ergonomic positioning without kickback angle, making it ideal for applications where a vertical lever orientation works best.

The black anodized finish resists corrosion and looks sharp against any interior, whether you are building a pro-touring restomod or a dedicated track car. Unlike hollow or stamped levers, this solid billet construction means zero flex under aggressive shifting, translating your input directly to the transmission for positive gear engagement every time.

Designed specifically for TREMEC transmissions, this lever features direct bolt-on fitment for TKO-500, TKO-600, and T-56 transmissions equipped with the standard 2-bolt mounting flange. It is also compatible with Richmond LGT 700 units. The 3/8"-16 threaded stud at the top accepts most aftermarket shift knobs, letting you complete your interior exactly how you want it. Mounting holes are 3/8-inch diameter on 7/8-inch center-to-center spacing for secure, vibration-free installation.

What's Included

• Black anodized billet aluminum shift lever (8-inch, straight)
• Installation hardware

Key Features

• Precision-machined billet aluminum construction for maximum rigidity and zero flex
• Direct bolt-on fitment for TKO-500, TKO-600, T56, and T-5 shifters with standard 2-bolt flange
• Industrial through pocket design for clean shift knob mounting and structural strength
• 3/8"-16 threaded stud with included half nut for secure knob attachment
• 0.890" center-to-center bolt pattern with 3/8" diameter mounting holes
• 8" straight lever length positions knob at optimal height without tunnel mods
• Brushed aluminum finish for a professional, refined appearance
• Complete mounting hardware included for bolt-on installation

Description

Factory plastic shift levers flex under hard shifts and look out of place in a performance build. This Bowler billet aluminum lever solves both problems with precision-machined construction that delivers direct, solid shift feel while upgrading your interior aesthetics. The 8" straight design maintains stock shift geometry and throw while eliminating the sloppy flex inherent in OEM plastic levers.

The industrial through pocket design is what sets this lever apart from cheap alternatives. Rather than a simple drilled hole for the shift knob stud, the through pocket provides superior strength at the critical stress point where flex would otherwise occur. The 3/8"-16 threaded stud is machined directly into the lever body, not pressed in—so it stays put for the life of the lever regardless of how often you swap knobs.

Fitment is direct bolt-on for TREMEC TKO-500, TKO-600, and T56 transmissions equipped with the standard 2-bolt shifter flange, as well as the LGT 700. The mounting holes measure 3/8" diameter on 0.890" center-to-center spacing—matching the TREMEC factory pattern exactly. The brushed aluminum finish resists corrosion and complements both classic muscle car interiors and modern pro-touring builds.

Kit Includes

• 8" straight brushed billet aluminum shift lever
• 3/8"-16 half nut for shift knob mounting
• Mounting hardware

Key Features

• 6-inch straight billet aluminum lever with black anodized Midnight Series finish
• Direct bolt-on fitment for TREMEC and Borg Warner shifters with standard 2-bolt flange (7/8 in. center-to-center)
• Machined billet steel mounting stud, drilled and countersunk for included metric cap screws
• 3/8"-16 knob thread accepts most aftermarket shift knobs
• Fits T5, T45, T56, TKO-500, and TKO-600 transmissions
• Lifetime manufacturer warranty, made in the USA

Description

Stock shift levers often leave you reaching too far forward or fighting a bent design that compromises throw feel. This Lokar Midnight Series 6-inch straight shift lever solves that problem with a direct, no-bend design that puts the knob exactly where your hand naturally falls. The black anodized billet aluminum construction delivers the durability and precision that serious builds demand while complementing modern performance interiors.

Engineered as a direct bolt-on replacement for TREMEC and Borg Warner manual transmission shifters, this lever fits any shifter with the standard 2-bolt flange measuring 7/8 in. center-to-center between bolt holes. That covers T5, T45, T56, TKO-500, and TKO-600 applications. The machined billet steel mounting stud is drilled and countersunk for the included metric cap screws, delivering a clean installation with no visible fastener heads above the mounting plate.

The 6-inch length provides ideal leverage for quick, confident shifts without excessive throw. Standard 3/8"-16 threads at the top accept virtually any aftermarket shift knob, giving you full control over the final look and feel. Backed by Lokar's lifetime manufacturer warranty and made in the USA, this lever brings American craftsmanship to your drivetrain.

Kit Includes

• 6-inch straight black anodized billet aluminum shift lever
• Machined billet steel mounting stud
• Metric cap screws
• Lokar lifetime manufacturer warranty

Key Features

• Triple chrome-plated high-strength steel construction for lasting durability and show-quality appearance
• 6.38" tall with 0.75" setback
• 3/8"-16 thread accepts any Hurst shift knob or T-handle
• Two-bolt attachment fits Billet/Plus, Competition/Plus, and compatible Hurst shifters
• Iconic Hurst name stamped directly into the stick
• 0.375" bolt holes with 0.875" center-to-center spacing
• 10-degree backset angle for improved ergonomics

Description

When your Hurst shifter needs a fresh stick or you're dialing in the perfect shift throw geometry, this chrome Competition/Plus shifter stick delivers the legendary feel Hurst has been known for since 1958. Built for applications where specific height or offset is required, this replacement stick gives you the exact dimensions needed to optimize your shift pattern and driver positioning.

The high-strength steel construction receives triple chrome plating that won't fade or flake under hard use. At 6.38" tall with a compact setback, it positions your shift knob exactly where your hand expects it during aggressive driving. The setback also reduces the forward reach required in tight cockpits, making rowing through gears more natural and less fatiguing.

The two-bolt attachment system ensures this stick bolts directly to Billet/Plus and Competition/Plus shifters without modifications. Standard 3/8"-16 threads at the top accept any Hurst shift knob or classic T-handle, letting you complete the setup with your preferred grip. Whether you're restoring a classic muscle car or maintaining a performance build, this stick maintains the authentic Hurst feel that separates real shifters from imitations.

What's Included

• Triple chrome-plated steel shifter stick - 6.38" tall
• Hurst name stamped into stick body
• 3/8"-16 threaded top for shift knobs
• Two mounting bolt holes - 0.375" diameter, 0.875" center-to-center spacing

Key Features

• Engineered specifically for 1974-1978 Mustang II T5 swaps using stock MII bellhousing depth
• Also compatible with MDL T5 programs utilizing 1994-1995 input shaft length
• Bolts to stock frame mounting location - no modifications required
• Designed with clearance for exhaust system routing
• Works with stock rubber transmission mount for proper vibration isolation
• Includes mounting hardware for complete installation

Description

Bellhousing depth determines transmission mount position, and that creates a problem when swapping a T5 into your 1974-1978 Mustang II. Different bellhousing configurations place the transmission mount in different locations - use the wrong crossmember and you will fight alignment issues, driveline angles, and exhaust interference. This MDL crossmember solves that problem for builders using either the stock Mustang II V8 bellhousing or MDL's T5 program with the 1994-1995 input shaft length.

The crossmember bolts directly to the stock frame mounting points without cutting, drilling, or welding. The stock Mustang II transmission mount is retained.  (Pioneer p/n 622565 or EM-2566)  The design provides generous clearance for exhaust routing, eliminating the header and pipe interference issues that plague other mounting solutions. By using the stock rubber transmission mount, the crossmember maintains OEM-style vibration isolation while properly supporting the T5 at the correct height and angle for your driveline.

Choosing the correct crossmember depends entirely on your bellhousing selection. This version is designed specifically for the stock Mustang II bellhousing depth and MDL's 94-95 input shaft configuration. If you are using a Fox body bellhousing (1985-1993), that setup requires a different crossmember due to the shallower bellhousing depth placing the transmission mount approximately 11/16-inch further rearward. Contact MDL at 208-453-9800 if you need help determining which crossmember fits your specific combination.

What's Included

• T5 transmission crossmember for 1974-1978 Mustang II
• Mounting hardware

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

• 28-spline output shaft fitment for Ford T5, C4, Toploader, AOD, and AODE transmissions
• 1310 series universal joint compatibility with 1-1/16" bearing caps
• 6" overall length - short version for proper driveshaft geometry
• Cast steel construction for durability in street and performance applications
• Intentionally missing spline tooth allows transmission oil to circulate freely
• Manufactured by Neapco to OEM specifications

Description

The slip yoke is the critical link between your transmission output shaft and driveshaft - it has to match both ends perfectly or you're fighting vibration, binding, or accelerated wear. This Neapco 28-spline slip yoke solves the compatibility challenge for Ford drivetrains running T5 manual, C4 automatic, Toploader 4-speed, AOD, or AODE transmissions with 1310 series driveshafts.

At 6" overall length, this is the short variant designed for applications where existing driveshaft length is correct or close to correct. The cast steel body handles the torque demands of modified Ford powertrains while maintaining precise spline engagement with the transmission output shaft. The 1-1/16" bearing cap diameter fits standard 1310 series universal joints, making driveshaft service and U-joint replacement straightforward.

One detail you'll notice: there's a single tooth intentionally missing from the spline. This isn't a defect - it's engineered to allow transmission fluid to circulate freely within the yoke, preventing hydraulic lock and ensuring smooth operation. Neapco builds these yokes to tight tolerances for vibration-free performance.

A critical note for T5 conversions: if you're swapping from a C4 automatic or Toploader 4-speed, your existing driveshaft can often be reused if it's in good condition. However, C4 and Toploader driveshafts are typically too long for T5 applications and require cutting, re-welding, and rebalancing. Do not use this short yoke expecting it to compensate for incorrect driveshaft length - get the geometry right first. MDL provides a measuring guide to help you determine proper driveshaft dimensions for your application.

What's Included

• One 28-spline slip yoke, cast steel construction
• 1310 series U-joint mounting provision (1-1/16" caps)
• Access to MDL slip yoke measuring guide
• MDL lifetime technical support

Key Features

• 28-spline output shaft fitment for Ford T5, C4, Toploader, AOD, and AODE transmissions
• 1310 series universal joint compatibility with 1-1/16" bearing caps
• 6" overall length - short version for proper driveshaft geometry
• Cast steel construction for durability in street and performance applications
• Intentionally missing spline tooth allows transmission oil to circulate freely
• Manufactured by Neapco to OEM specifications

Description

The slip yoke is the critical link between your transmission output shaft and driveshaft - it has to match both ends perfectly or you're fighting vibration, binding, or accelerated wear. This Neapco 28-spline slip yoke solves the compatibility challenge for Ford drivetrains running T5 manual, C4 automatic, Toploader 4-speed, AOD, or AODE transmissions with 1310 series driveshafts.

At 6" overall length, this is the short variant designed for applications where existing driveshaft length is correct or close to correct. The cast steel body handles the torque demands of modified Ford powertrains while maintaining precise spline engagement with the transmission output shaft. The 1-1/16" bearing cap diameter fits standard 1310 series universal joints, making driveshaft service and U-joint replacement straightforward.

One detail you'll notice: there's a single tooth intentionally missing from the spline. This isn't a defect - it's engineered to allow transmission fluid to circulate freely within the yoke, preventing hydraulic lock and ensuring smooth operation. Neapco builds these yokes to tight tolerances for vibration-free performance.

A critical note for T5 conversions: if you're swapping from a C4 automatic or Toploader 4-speed, your existing driveshaft can often be reused if it's in good condition. However, C4 and Toploader driveshafts are typically too long for T5 applications and require cutting, re-welding, and rebalancing. Do not use this short yoke expecting it to compensate for incorrect driveshaft length - get the geometry right first. MDL provides a measuring guide to help you determine proper driveshaft dimensions for your application.

What's Included

• One 28-spline slip yoke, cast steel construction
• 1310 series U-joint mounting provision (1-1/16" caps)
• Access to MDL slip yoke measuring guide
• MDL lifetime technical support

Key Features

• Forged chromoly steel construction for maximum strength in high-horsepower applications
• 28-spline internal configuration for TREMEC and Ford transmissions
• 1330 series U-joint with 1-1/16-inch bearing cups
• 5.910-inch centerline-to-end length with 4.500-inch barrel
• 1.499-inch journal diameter for proper seal contact
• Black oxide finish inhibits rust and pitting
• Precision-machined splines mate smoothly with output shaft
• Smooth outer journal promotes proper fore/aft yoke action and prevents leaks
• Made in the USA

Description

Converting to a TREMEC manual or Ford automatic transmission often requires upgrading your slip yoke to handle increased torque and ensure proper driveline function. Factory cast yokes can become the weak link in a high-performance build -- this Sonnax forged chromoly slip yoke delivers the strength and precision your drivetrain demands, whether you're on the street, drag strip, or dirt oval track.

Forged from chromoly steel rather than cast, this 28-spline slip yoke starts with a material that offers superior tensile strength under load. All dimensions are precision-machined to guarantee a consistent, concentric slip yoke that eliminates vibration and binding. The clean-cut splines mate smoothly with the transmission output shaft, while the smooth outer journal provides uniform contact with the tail housing seal to prevent leaks and promote proper fore/aft yoke action.

The 1330 series U-joint configuration accepts bearing caps measuring 1-1/16 inches, providing the right balance of strength and serviceability for most street and performance applications. With a centerline-to-end length of 5.910 inches, a 4.500-inch barrel, and a 1.499-inch journal diameter, this yoke is built to OEM dimensional standards while exceeding factory strength.

Compatible with TREMEC TKO, TKX, Magnum, select T56, Ford C6, FMX, C4, AOD/AODE, T5, and Toploader transmissions. The black oxide finish resists corrosion while maintaining the precision surface finish required for optimal seal performance. Made in the USA.

What's Included

• One Sonnax forged chromoly slip yoke with black oxide finish
• 28-spline internal configuration
• 1330 series U-joint bores (1-1/16-inch bearing cup size)
• Lifetime technical support from MDL

Key Features

• Forged chromoly steel construction - significantly stronger than cast alternatives
• 28-spline internal configuration for secure output shaft engagement
• 1350 series U-joint compatibility with 1-3/16" cap diameter
• 5" barrel length for proper seal engagement and travel
• Precision machined from billet steel for exceptional balance and minimal runout
• Leak-tested to 40 PSI with O.D.-ground seal plug
• Clean-cut splines for smooth mating with output shaft
• Full-spline design (no counterbore)
• Fits C4, AOD, AODE, TREMEC T5, Ford Toploader, and BorgWarner T10 transmissions
• Made in the USA

Description

Upgrading your transmission often means your factory slip yoke becomes the weak link in the driveline. Whether you're converting to a TREMEC T5, Ford Toploader, C4, AOD, or AODE, this Sonnax forged chromoly slip yoke delivers the strength your high-horsepower application demands. Forged - not cast - chromoly steel handles the increased torque loads that modern builds produce, making this an essential upgrade for street, strip, and track duty.

Sonnax precision-machines every yoke from billet steel to guarantee exceptional balance and minimal runout. The 28-spline full-spline configuration engages securely with the transmission output shaft, while the clean-cut splines mate smoothly without the rough edges found on lesser yokes. The 1350 series U-joint ears accept 1-3/16" caps for compatibility with heavy-duty driveshaft assemblies.

Every Sonnax slip yoke is 100% leak-tested to 40 PSI, with the seal plug O.D.-ground for a superior seal against the transmission's rear output seal. The smooth outer journal provides uniform contact with the seal to prevent leaks and promote proper fore/aft yoke action. With a 5" barrel length, this yoke ensures adequate engagement in the tail housing bushing throughout the full range of suspension travel.

Compatible with C4, AOD, AODE automatics and TREMEC T5, Ford Toploader, and BorgWarner T10 manual transmissions equipped with 28-spline output shafts. Made in the USA by Sonnax at their ISO-9001 certified Vermont facility.

What's Included

• Sonnax forged chromoly slip yoke with 28-spline internal configuration
• Leak-tested seal plug (O.D.-ground for superior seal)

Key Features

• Forged chromoly steel construction - significantly stronger than cast alternatives
• 28-spline internal configuration for secure output shaft engagement
• 1350 series U-joint compatibility with 1-3/16" cap diameter
• 5" barrel length for proper seal engagement and travel
• Precision machined from billet steel for exceptional balance and minimal runout
• Leak-tested to 40 PSI with O.D.-ground seal plug
• Clean-cut splines for smooth mating with output shaft
• Full-spline design (no counterbore)
• Fits C4, AOD, AODE, TREMEC T5, Ford Toploader, and BorgWarner T10 transmissions
• Made in the USA

Description

Upgrading your transmission often means your factory slip yoke becomes the weak link in the driveline. Whether you're converting to a TREMEC T5, Ford Toploader, C4, AOD, or AODE, this Sonnax forged chromoly slip yoke delivers the strength your high-horsepower application demands. Forged - not cast - chromoly steel handles the increased torque loads that modern builds produce, making this an essential upgrade for street, strip, and track duty.

Sonnax precision-machines every yoke from billet steel to guarantee exceptional balance and minimal runout. The 28-spline full-spline configuration engages securely with the transmission output shaft, while the clean-cut splines mate smoothly without the rough edges found on lesser yokes. The 1350 series U-joint ears accept 1-3/16" caps for compatibility with heavy-duty driveshaft assemblies.

Every Sonnax slip yoke is 100% leak-tested to 40 PSI, with the seal plug O.D.-ground for a superior seal against the transmission's rear output seal. The smooth outer journal provides uniform contact with the seal to prevent leaks and promote proper fore/aft yoke action. With a 5" barrel length, this yoke ensures adequate engagement in the tail housing bushing throughout the full range of suspension travel.

Compatible with C4, AOD, AODE automatics and TREMEC T5, Ford Toploader, and BorgWarner T10 manual transmissions equipped with 28-spline output shafts. Made in the USA by Sonnax at their ISO-9001 certified Vermont facility.

What's Included

• Sonnax forged chromoly slip yoke with 28-spline internal configuration
• Leak-tested seal plug (O.D.-ground for superior seal)