Modified TREMEC T5 5-Speed Super-Duty | Front Position Rear Socket Shifter | 1960-1965 Falcon and Comet

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
• 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
• Ford speedometer drive with 7-tooth gear (6 and 8-tooth available)
• Front Position Rear Socket Shifter at 13.00" from main case front. Ideal for 1960-1965 Falcon and Comet without floor modifications
• Uses GM transmission mount (MD-604-1102, sold separately)
• 2.75 quarts ATF Dexron III fluid capacity
• Just 75 lbs dry - TREMEC's most compact transmission
• Optional 0.73 overdrive ratio available

Description

Early Falcon owners and hot rod builders face a common problem: standard T5 shifter placement lands behind the seat or requires cutting through the floor support. MDL engineered this front shift T5 specifically to eliminate that headache. The proprietary dual-socket tail housing moves the shifter 6 inches forward compared to a standard T5 - the same forward location used in S-10 Chevy pickup applications. For 1960-1965 Falcon and Comet owners, this puts the shifter at exactly 13.00” from the front of the main case, allowing installation without modifying the floor support structure.

This isn't just a relocated shifter bolted to a stock transmission. MDL's Super-Duty T5 handles 330 ft-lb of torque - a significant upgrade over the standard 300 ft-lb rating. The World Class internals include carbon fiber 3-4 synchro rings, improved synchronizers and bearings throughout, plus a Cobra-style pocket bearing for enhanced input shaft support. The steel front bearing retainer adds durability where standard units use aluminum. At just 75 lbs dry, this remains the most compact overdrive manual transmission for space-constrained builds.

The 2.95 first gear delivers strong launches while the deep 0.63 overdrive drops engine RPM significantly on the highway - reducing wear, lowering temperatures, and improving fuel economy. An optional 0.73 overdrive is available for builders who want an even taller fifth gear. The transmission is configured for Ford mechanical speedometer operation with the included 7-tooth speedo gear and uses a GM-style transmission mount (MD-604-1102, sold separately).

Prime candidates include 1960-1965 Falcons, hot rods, street rods, trucks of all years, kit cars, and Shelby 289 Cobras where traditional rear shift placement creates packaging or ergonomic problems. This transmission requires 2.75 quarts of Dexron III ATF. An optional offset shifter is available to move shifter position back up to 2 inches if needed - contact sales for details.

Call MDL at 208-453-9800 to discuss your specific application and verify fitment details for your particular chassis.

What's Included

• TREMEC T5z 5-speed Super-Duty transmission with custom front-shift tail housing
• 10-splined input shaft and 28-splined output shaft
• Steel front bearing retainer
• Cobra-style pocket bearing
• Carbon fiber 3-4 synchronizer rings
• Built-in reverse light switch (left side)
• Built-in cruise control safety switch (right side)
• Ford pattern mechanical speedometer drive assembly with 7-tooth gear (6 or 8-tooth available separately)
• 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

Note: GM transmission mount MD-604-1102 required but not included. Front-shift tail housing also available separately in kit form: MD-510-1001 (forward position, requires MDL quick shifter) or MD-510-1000 (rear position, uses stock Mustang T5 shifter).

Key Features

• Cast aluminum construction - lightweight with excellent heat dissipation
• Direct bolt-on to 6-bolt Ford small blocks (289, 302, 351W, 351C, 5.0L) - no adapters required
• 157-tooth flywheel compatibility only - sized specifically for this ring gear configuration
• Compatible with cable and hydraulic clutch actuation (internal or external slave cylinders)
• Requires diaphragm-style pressure plate
• 4.850-inch bore diameter with 6.925-inch depth
• Includes pivot ball and washer for immediate installation
• Manufactured using Ford original tooling for OEM-spec fitment
• Made in the USA

Description

When you need to mate a Ford small block to a Borg Warner/TREMEC T5 transmission in your '83-'93 Mustang, or other cars, this cast aluminum bellhousing delivers a direct bolt-on solution without adapters, shims, or guesswork. Whether you're restoring a Fox-body five-speed to factory spec or swapping from an automatic, this bellhousing provides proper transmission alignment and clutch geometry straight out of the box.

Engineered specifically for the Ford 6-bolt small block pattern (289, 302, 351W, 351C, and 5.0L), this bellhousing is sized for 157-tooth flywheels only - ensuring correct ring gear engagement and starter alignment. The 4.850-inch bore and 6.925-inch depth accommodate standard clutch assemblies, while the machined register bore maintains concentricity for smooth clutch operation and extended bearing life. Note that this bellhousing requires a diaphragm-style pressure plate.

Clutch actuation flexibility is built in: run the factory Fox-body cable setup, upgrade to a hydraulic system with either internal or external slave cylinders, or use mechanical linkage with the appropriate fulcrum adapters. The included pivot ball and washer let you install the clutch fork immediately without hunting for hardware.

This is the same bellhousing sold under TREMEC part numbers TTEP8640 (legacy) and TTKT18087 (current), as well as Ford Racing M-6392-E. Manufactured using Ford original tooling, it serves as a direct replacement for OEM part numbers E3ZR6394AA and E6ZR-6394-AA. Cast aluminum construction saves weight over iron while dissipating heat more effectively during spirited driving.

What's Included

• Cast aluminum T5 bellhousing
• Hardened steel pivot ball
• Pivot ball washer
• Installation hardware
• Lifetime technical support

Features:

• Lightweight Cast Aluminum Design Similar to Original Equipment Bellhousings
• Lower Cost Option for Projects that do not Require a Steel SFI Rated Unit
• Direct Fit for 6-Bolt Block 289, 302, 351W or 351C Engine using a Ford Style T-5 Transmission
• Direct Fit for 6-Bolt Block 289, 302, 351W or 351C Engine using a Ford Style T5 Transmission
• Designed for Hydraulic or Cable Clutch Actuation
• Designed for 157 Tooth Flywheel and 10.5-inch Clutch to Maintain the Most Swap-Friendly Dimensions
• Includes Block Plate for a Complete Fitment Solution
• Includes Block Plate for a Complete Fitment Solution (With A 4.084 Inch Starter Register)
• Kit Includes Bellhousing Bolt Kit, Pivot Ball and Clutch Fork Cover

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

Key Features

• Metric thread bolts sized specifically for T5 transmission-to-bellhousing mounting
• Correct bolt lengths engineered for aluminum bellhousing applications
• Eliminates the risk of reusing stretched or worn hardware
• Front shift T5 specific fitment for Ford applications
• Fresh hardware ensures proper clamping force and drivetrain integrity

Description

Mounting a front shift T5 transmission to an aluminum bellhousing requires hardware that fits correctly and clamps securely. Reusing old bolts is a common shortcut that introduces risk—fasteners stretch under load and lose their clamping force over time. This hardware kit provides fresh, properly sized bolts engineered specifically for the T5-to-aluminum-bellhousing interface, giving you confidence in your drivetrain assembly.

The T5 transmission uses metric threading for its bellhousing mounting points—a detail that catches many builders off guard when mixing SAE and metric hardware on a Ford drivetrain. This kit includes the correct metric bolts with the proper length for aluminum bellhousing castings, eliminating the guesswork and hardware store trips that slow down your build.

Whether you're performing a 5-speed conversion, rebuilding a front shift T5 setup, or simply replacing questionable hardware during a clutch job, this kit delivers the right fasteners for the application. The front shift T5 configuration positions the shifter further forward in the tunnel, making it a popular choice for classic Ford builds where shifter location matters.

Designed specifically for Ford front shift T5 applications with aluminum bellhousings. Using the correct hardware isn't just good practice—it's essential for a transmission that sees real use.

What's Included

• Transmission-to-bellhousing mounting bolts (metric thread) [VERIFY: exact quantity and dimensions]
• Associated washers and fasteners [VERIFY: specific contents]

Key Features

• Converts cable-actuated aluminum bellhousing to smooth hydraulic clutch release
• 0.75-inch bore aluminum slave cylinder with adjustable pushrod for precise clutch engagement
• Mounts directly to bellhousing fork opening - pushes fork from rear for long-tube header clearance
• Utilizes OEM cable fork with bolt-on pivot socket - no bellhousing removal required for installation or service
• -4AN braided stainless steel line with fittings included
• Easy-access bleed port for simple system maintenance
• Compatible with stock clutch pedals and OE reproduction pedals
• Made in the USA

Description

Fox-body and SN95 Mustang clutch cables are notorious for clearance headaches, binding against headers, and developing a heavy, draggy pedal feel as they wear. This MDL Lightfoot Series external hydraulic slave cylinder kit eliminates those problems by converting your 1979-1993 Mustang's aluminum T5, TKO, or TKX bellhousing from cable operation to reliable hydraulic actuation.

The slave cylinder mounts directly to the bellhousing fork opening behind the original cable fork, pushing the fork instead of pulling it for proper clutch release. This rear-push design provides exhaust clearance that clutch cables simply cannot match, making it compatible with long-tube headers while keeping the cylinder accessible for installation and service. The adjustable pushrod allows you to dial in precise clutch engagement without pulling the bellhousing.

Engineered as a complete system, this kit pairs seamlessly with MDL LF Series master cylinder kits for a fully integrated hydraulic clutch conversion. The 0.75-inch bore slave cylinder delivers consistent pedal feel and full clutch release when matched with the appropriate master cylinder. No bellhousing removal is required - the bolt-on pivot socket works with your existing OEM cable fork, and the easy-access bleed port simplifies initial bleeding and future maintenance.

This kit fits 1979-1993 Ford Mustangs equipped with aluminum T5, TKO, or TKX bellhousings and works with both factory clutch pedals and OE reproduction aftermarket pedals. Uses DOT 3 or DOT 4 brake fluid. Made in the USA with lifetime technical support included.

What's Included

• 0.75-inch bore aluminum external slave cylinder
• Adjustable pushrod
• Bolt-on pivot socket for OEM cable fork
• -4AN braided stainless steel hydraulic line
• -4AN fittings
• Complete mounting hardware
• Installation instructions
• Lifetime technical support

Key Features

• Mounts directly to T5 transmission case when using QuickTime RM-6060 or RM-6065 bellhousing
• 0.75-inch bore slave cylinder with adjustable push rod for precise clutch engagement tuning
• Utilizes OEM cable fork with bolt-on pivot socket - no permanent modifications required
• Stainless steel braided -4AN hydraulic line with aluminum fittings
• Easy-access bleed port for simple hydraulic system servicing
• Pushes from rear of fork, providing clearance for long tube headers
• Made in the USA

Description

Converting from cable-operated to hydraulic clutch actuation has never been easier for '79-'93 Mustang T5 applications. The LF Series External Hydraulic Slave Kit solves the chronic problems of cable binding, inconsistent pedal feel, and header clearance issues that plague Ford's original cable setup. This engineered solution delivers the smooth, linear pedal feel that hydraulic systems are known for while eliminating the guesswork of clutch cable routing and adjustment.

The kit's design centers around transmission-case mounting, which provides several key advantages over bellhousing-mounted alternatives. By securing the slave cylinder to the solid T5 case rather than the bellhousing, the system maintains alignment regardless of bellhousing tolerances. The cylinder pushes from the rear of the OEM cable fork through an adjustable push rod, providing both header clearance and easy clutch engagement adjustment. The 0.75-inch bore delivers the precise hydraulic volume needed for proper T5 clutch actuation without over-travel or binding.

The stainless steel braided hydraulic line features -4AN aluminum fittings for leak-free connections and long-term durability. An easily accessible bleed port simplifies system maintenance and initial setup. The kit utilizes your existing OEM cable fork with a bolt-on pivot socket, eliminating any permanent modifications to the transmission or bellhousing. When paired with MDL LF Series master cylinder components, this system transforms clutch operation from a maintenance headache into a smooth, reliable performance upgrade.

Compatible with 1979-1993 Ford Mustang T5 transmissions when used with QuickTime RM-6060 or RM-6065 steel bellhousings and aftermarket aluminum bellhousings with similar mounting provisions. Made in the USA with lifetime technical support included.

What's Included

• 0.75-inch bore external hydraulic slave cylinder
• Stainless steel braided -4AN hydraulic line with aluminum fittings
• Adjustable push rod for clutch engagement tuning
• Bolt-on pivot socket for OEM cable fork
• Complete mounting hardware pack
• Installation instructions
• Lifetime technical support

Key Features

• Direct-fit replacement for 1979-1993 Fox-Body Mustang cable-style bellhousings
• Compatible with both factory cable actuation and external hydraulic slave cylinder setups
• Works with TREMEC T5, TKO, and 1993 & earlier Windsor T56 transmissions
• Correct 9 o'clock fork position specific to Fox-Body applications - not interchangeable with SN95 forks
• Proper pivot point geometry for reliable clutch engagement

Description

When you're building or maintaining a Fox-Body Mustang with a manual transmission, using the correct clutch fork isn't optional - it's critical. This clutch lever is specifically engineered for 1979-1993 Mustangs and delivers the proper pivot geometry required for clean, consistent clutch engagement with cable-style bellhousings.

The Fox-Body clutch fork positions at the 9 o'clock location when viewed from the rear of the bellhousing - a distinctly different orientation than the SN95's 7 o'clock position. This isn't just a cosmetic difference: the lever length and pivot points are purpose-built for Fox applications. Using the wrong fork creates severe cable angle problems, premature cable wear, and inconsistent clutch feel. SN95 forks are longer with different pivot spacing and cannot be substituted.

This fork works equally well whether you're running the original cable actuation or upgrading to an external hydraulic slave cylinder. When paired with external hydraulics, the fork operates as a pusher instead of the traditional cable pull - eliminating the stretching, snapping, and binding issues that plague factory clutch cables over time. The result is smoother pedal effort and more reliable engagement, especially with high-performance clutches.

Compatible with 1979-1993 Mustang applications running TREMEC T5, TKO, or 1993 & earlier Windsor T56 transmissions. Requires a compatible cable-style small-block bellhousing for proper fitment.

What's Included

• One (1) clutch fork/lever for 1979-1993 Fox-Body Mustang

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

Key Features

• Steel-backed organic disc facings deliver smooth engagement with increased rotational strength
• 10.4" metric bolt pattern (8mm bolts with 3 alignment dowel pins) for '86-95 5.0L and similar Ford applications
• 10-spline, 1-1/16" input shaft fits T5, T45, Toploader 4-speed, TKO, and TKX transmissions
• Diaphragm pressure plate provides consistent clamping force across the disc surface
• 400 lb-ft torque capacity handles bolt-on modifications and mild power builds
• Sprung hub construction reduces driveline shock for improved street drivability
• Hand-assembled in Caldwell, Idaho with double-checked tolerances
• Performance Proven designation -- tested in racing applications on and off track
• Made in the USA with 1-year free-from-defect warranty

Description

When your Ford needs a clutch upgrade that bridges the gap between worn factory components and harsh race-only setups, the Superior Super King Cobra delivers. This complete clutch set solves the common problem of slipping stock clutches on modified 5.0L engines while maintaining the progressive engagement that makes daily driving tolerable. The steel-backed organic disc construction provides significantly more rotational strength than standard organic discs, giving you durability that matches your power goals without sacrificing pedal feel.

The engineering centers on the steel backing plate bonded to organic friction material -- a design that dramatically increases structural integrity under load while preserving the smooth, linear engagement that organic compounds are known for. Unlike full ceramic or Kevlar setups that can feel grabby at low speeds, steel-backed organic facings offer predictable modulation from parking lot crawls to full-throttle launches. The diaphragm pressure plate ensures even clamping force distribution, eliminating hot spots that cause premature wear and inconsistent engagement.

Every Superior clutch disc is hand-assembled at MDL's facility in Caldwell, Idaho. This in-house assembly allows complete control over tolerances and quality -- each component is double-checked for accuracy before it goes in the box. The 10.4" metric bolt pattern with 8mm bolts and alignment dowel pins fits Ford 5.0L applications from '86-95 and similar configurations. Designed for the 10-spline, 1-1/16" input shaft found in T5, T45, Toploader 4-speed, TKO, and TKX transmissions.

Rated at 400 lb-ft torque capacity, the Super King Cobra handles bolt-on modifications and street performance builds with authority. The cable-style throwout bearing makes this kit correct for cable-actuated clutch systems. Backed by MDL's 1-year free-from-defect warranty and lifetime technical support.

What's Included

• Diaphragm pressure plate, 10.4" metric bolt pattern
• Steel-backed organic clutch disc, 10.4" diameter, 10-spline 1-1/16" sprung hub
• Cable-style throwout bearing
• Pilot bearing
• Clutch alignment tool
• Installation and break-in instructions
• Flywheel clutch pattern reference chart
• 1-year free-from-defect warranty
• Lifetime technical support

Key Features

• Dual-Material Disc: Kevlar facing on the pressure plate side paired with steel-backed organic on the flywheel side for balanced grip and smooth engagement
• 450 ft-lb Torque Rating: Performance Street Plus capacity handles modified engines without sacrificing daily drivability
• 10.4" Metric Pattern: Uses 8mm pressure plate bolts with metric alignment dowels for proper Ford 5.0L HO fitment
• Sprung Hub Design: Dampened engagement reduces driveline shock and improves pedal modulation in stop-and-go traffic
• Cable Profile Throw-Out Bearing: Purpose-built geometry for cable-actuated clutch systems
• 1-1/16" x 10-Spline Input: Direct fit for Ford transmissions with 10-spline input shafts
• Hand-Assembled in Idaho: Double-checked for accuracy before shipping, backed by 1-year warranty
• Made in the USA

Description

When you need more holding power than stock but refuse to give up street manners, the Superior Kevlar/Organic clutch set delivers. This dual-material design pairs Kevlar on the pressure plate side with steel-backed organic facing on the flywheel side--a deliberate engineering choice that exploits the strengths of both materials. Kevlar's coefficient of friction actually increases with temperature, meaning the harder you drive it, the better it grips. The organic side provides the smooth, progressive engagement that keeps this clutch civilized in traffic.

Rated at 450 ft-lbs for Performance Street Plus applications, this clutch handles the demands of modified 5.0L engines, bolt-on power adders, and weekend track days without the harsh pedal feel or chatter of full-race setups. The sprung hub dampens engagement shock that would otherwise stress your transmission and driveshaft, while the diaphragm-style pressure plate delivers consistent clamping force through the full range of pedal travel.

The 10.4" metric pattern uses 8mm pressure plate bolts--a critical distinction from the SAE-thread 10.5" pattern found on GM and some Ford applications. This kit is purpose-built for Ford applications requiring a 1-1/16" x 10-spline input shaft and cable clutch actuation. Every Superior clutch is hand-assembled at MDL's Caldwell, Idaho facility and double-checked for accuracy before it leaves the shop.

Kit Includes

• Diaphragm-type heavy-duty pressure plate (10.4" metric bolt pattern)
• 10.4" clutch disc with Kevlar/steel-backed organic facings and sprung hub
• Cable profile throw-out bearing
• Pilot bearing
• Clutch alignment tool
• Installation and break-in instructions
• 1-year free-from-defect warranty
• Lifetime technical support

Key Features

• Hand-assembled in-house with double-checked tolerances before shipping
• Full Kevlar/Kevlar disc facings for aggressive bite and extended service life
• 10.4" metric bolt pattern with 8mm pressure plate bolts and alignment dowels
• 10-spline x 1-1/16" sprung hub fits Ford T-5, 3550, TKO, and TKX transmissions
• Dual-compatible throw-out bearing works with both cable and hydraulic actuation systems
• Diaphragm-style pressure plate for consistent pedal feel
• Rated for 500 lb-ft torque capacity
• 1-year free-from-defect warranty

Description

Finding a quality clutch kit for Ford's 10.4" metric bolt pattern that actually meets the tolerances a performance build demands isn't easy. Mass-produced clutches cut corners on QC, leaving you to discover runout or engagement problems after the bellhousing is bolted up. The MDL Superior clutch line eliminates that gamble -- every disc is hand-assembled at MDL's Idaho facility and double-checked for accuracy before it ships.

This kit uses full Kevlar facings on both the flywheel and pressure plate sides of the disc. Kevlar delivers aggressive initial bite without the chatter and harsh engagement of ceramic compounds, making it ideal for performance street and open-track applications where you still want a streetable pedal. The sprung hub absorbs drivetrain shock loads and dampens harmonics that solid hubs transmit straight to the transmission.

The 10-spline x 1-1/16" hub matches factory Ford T-5, 3550, TKO, and TKX input shafts. The included throw-out bearing features a cable profile that also works with hydraulic actuation systems -- critical flexibility when you're upgrading from a factory cable setup or running a hydro conversion. The metric pressure plate bolts up with 8mm fasteners and alignment dowels to Ford 5.0L HO flywheels from '86-'95 applications.

Performance Proven means this clutch has survived the rigorous demands of racing on and off the track. Made in the USA and backed by a 1-year free-from-defect warranty.

What's Included

• 10.4" diaphragm pressure plate with metric bolt pattern
• Kevlar/Kevlar faced clutch disc with 10-spline x 1-1/16" sprung hub
• Cable/hydraulic compatible throw-out bearing
• Pilot bearing
• Clutch alignment tool
• Installation and break-in instructions
• 1-year free-from-defect warranty

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

• 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

Key Features

• Authentic 289 Cobra FIA-era styling with modern TREMEC transmission compatibility
• Triple chrome-plated high-strength steel construction for brilliant, long-lasting finish
• 6.75-inch overall length for proper ergonomics and period-correct appearance
• 8mm mounting holes on 7/8-inch center-to-center spacing for direct T5 shifter bolt-on
• 1/2-inch x 20 thread pitch accepts standard shift knobs
• Simulated reverse lockout delivers authentic visual appearance
• Front shift position matches original 289 Cobra layout
• Compatible with T5, TKO, TKX, and Magnum T56 transmissions
• Proudly made in the USA

Description

When you upgrade your Cobra replica or restoration from an original T-10 four-speed to a modern TREMEC 5- or 6-speed, you lose the authentic shift lever appearance that defines the 289 FIA-era cockpit. This OEM-appearance shift lever solves that problem--delivering the period-correct look of the original while bolting directly to contemporary T5, TKO, TKX, and Magnum T56 transmissions.

Built from high-strength steel with a triple chrome-plated finish, this lever delivers both the brilliant appearance and structural integrity your high-performance build demands. The 6.75-inch length matches the proportions of the original 289 Cobra shifters, positioning your hand correctly relative to the transmission tunnel and maintaining the classic driving experience that separates a proper Cobra from a pretender.

The simulated reverse lockout captures the visual authenticity enthusiasts demand. Modern TREMEC transmissions don't require the mechanical reverse lockout function, but this lever preserves the look so your interior stays true to period. The 8mm mounting holes on 7/8-inch centers bolt directly to stock T5 shifters. When using an aftermarket shifter, the mounting holes may need to be enlarged to accept 1/2-inch bolts. The 1/2-inch x 20 thread pitch accepts standard shift knobs, allowing you to complete the period-correct aesthetic with your choice of knob.

Perfect for Cobra replicas, restorations, and street builds where authentic 289-era appearance is non-negotiable. Made in the USA.

What's Included

• Triple chrome-plated high-strength steel shift lever (6.75-inch tall)
• Mounting hardware for T5 shifter installation

Key Features

• 1/2"-20 thread pattern matches original OEM shift lever specification
• OEM-style appearance with white painted 5-speed shift pattern
• Highly polished finish replicates factory quality
• Direct thread-on installation to original-style shift levers
• Made in the USA

Description

When you upgrade your classic '65-'66 Mustang to a modern 5-speed transmission, the original 3-speed or 4-speed shift knob no longer matches your new gate pattern. This OEM-style reproduction shift knob solves that problem by delivering the authentic look and feel of original Ford hardware while displaying the correct 5-speed pattern for your modern drivetrain.

This is a truly fine reproduction manufactured from the same material as the originals. The highly polished finish and white painted 5-speed shift pattern maintain the period-correct aesthetic that belongs in a properly restored interior. The black polymer resin construction provides durability for daily driving while matching the factory appearance down to the details.

Installation is straightforward since this knob uses the factory 1/2"-20 thread pattern. It threads directly onto original OEM-style shift levers without modification, making it a direct swap for anyone running the stock-style lever with their 5-speed conversion.

Compatible with 1965-1966 Mustang, Falcon, and Cobra applications. Made in the USA with quality standards that match the original manufacturing.

What's Included

• One black polymer resin shift knob with white 5-speed pattern
• 1/2"-20 threaded mounting

Key Features

• Round rubber construction for OE-correct restoration appearance
• Direct replacement for Ford OE# C2AZ-7277-A
• 4-7/8" diameter bolt pattern for precise fitment to factory floor shift assembly
• Designed for 4-speed manual transmissions without console
• Durable rubber material resists cracking and environmental degradation

Description

Cracked, missing, or deteriorated shift boots are more than an eyesore - they allow dust, debris, and road noise to enter the cabin through the transmission tunnel. This round rubber shift boot is a direct replacement for Ford OE# C2AZ-7277-A, restoring the factory seal and period-correct appearance to your classic Ford or Mercury build.

Engineered specifically for 4-speed manual transmission applications without console, this boot features a 4-7/8" diameter bolt pattern that matches your factory floor shift mounting points. The round base design slips directly over your shift lever and bolts down using the existing hardware locations - no modifications, adapters, or trimming required. Simply remove the old boot and install the new one for an instant interior upgrade.

The durable rubber construction maintains flexibility through temperature extremes while providing long-term resistance to UV exposure, ozone, and general wear. Whether you're completing a concours-level restoration or just tidying up a driver-quality cruiser, this shift boot delivers the authentic OE fitment that separates a professional build from a parts-store compromise.

Fits 1962-64 Ford Galaxie, Falcon, Ranchero, and Mercury Comet models equipped with 4-speed manual transmissions without console. Also fits Cobra applications of the same era.

Kit Includes

• Round rubber shift boot (OE# C2AZ-7277-A replacement)

Key Features

• 5/8" barrel-style speedometer connection for '65-'66 Mustang dash
• 59" overall cable length sized for five-speed and AOD swap routing
• Direct fit for T5, TKO, TKX, and AOD transmission conversions
• Connects modern transmission speedometer output to original mechanical speedometer
• Also compatible with original 3-speed manual and automatic transmission setups

Description

Swapping a T5, TKO, TKX, or AOD into your '65-'66 Mustang means your original speedometer cable won't reach or connect properly to the new transmission. This 59" speedometer cable solves that problem, routing from your factory mechanical speedometer head to the speedometer drive on your modern transmission while maintaining accurate speed readings on your original dash.

The cable features the correct 5/8" barrel-style fitting that interfaces directly with the speedometer head used in 1965-1966 Mustangs. At 59" long, it provides proper reach for the routing requirements created by T5, TKO, TKX, and AOD transmission placements in these chassis. The cable also works with original 3-speed manual and automatic transmission configurations, making it a versatile solution whether you're completing a five-speed conversion or simply replacing a worn cable on an automatic-equipped car.

For builders who want to keep the original instrument cluster looking stock while running a modern drivetrain, this mechanical speedometer cable eliminates the need for electronic speedometer conversions or aftermarket gauges. Pair it with the correct driven gear for your tire size and rear axle ratio to dial in accurate speed readings.

What's Included

• 59" speedometer cable with 5/8" barrel connector
• Manufacturer's warranty

Key Features

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

Description

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

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

Kit Includes

• 17-tooth speedometer driven gear, white plastic

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

Key Features

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

Description

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

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

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

Kit Includes

• 18-tooth yellow speedometer driven gear

Key Features

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

Description

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

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

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

What's Included

• One 19-tooth speedometer driven gear (pink)

Key Features

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

Description

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

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

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

What's Included

• One 20-tooth driven speedometer gear (black)

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

What's Included

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

Key Features

• Converts clockwise cable rotation to counterclockwise for authentic Smiths reverse-rotation speedometers
• Right-angle design solves tight cable routing constraints behind Cobra dash panels
• Direct mount to original Smiths speedometer housing - no modifications required
• Precision-machined internals ensure accurate speed readings with zero calibration drift
• Compact 3-ounce unit fits restrictive Cobra cockpit spaces

Description

The Shelby Cobra's legendary reverse-rotation speedometer creates a unique challenge when installing modern transmissions or rebuilding with different cable drives. This adapter mounts directly behind the Smiths speedometer and provides both right-angle turn and reverse rotation, solving two critical fitment issues in one precision-machined unit.

Original Cobras used an anticlockwise speedometer as a cost-reduction measure - eliminating the need for a separate reversing gearbox. When that original drivetrain setup is no longer available or you're building a continuation car with a modern transmission, this adapter restores authentic needle sweep. The 90-degree turn eliminates cable binding in tight quarters while the internal gearing reverses the drive direction, converting standard clockwise rotation to counterclockwise needle movement.

The precision internals maintain accurate speed readings across the full range without affecting odometer function. At just 3 ounces, it adds minimal weight behind the dash while handling all the mechanical conversion work. This is the correct solution for anyone running a period-correct Smiths gauge who needs to adapt their cable drive to match.

Designed for 1964-1967 Shelby Cobra roadsters as well as continuation cars and kit builds using original Smiths reverse-rotation speedometers. Compatible with all transmission types when the proper speedometer cable is used.

What's Included

• Precision-machined right-angle reverse drive adapter
• Full manufacturer's warranty

Key Features

• OE-style replacement compatible with C4DZ-6068-A applications
• Precision-welded steel bracket with protective coating for corrosion resistance
• Rubber insulator dampens vibration without transmitting harshness to the chassis
• Direct fit for T5, TKO, TKX, and Toploader manual transmissions, plus C4 automatics
• Compatible with mid-1960s and later Ford vehicles and 1977-up F-Series trucks

Description

Maintaining proper driveline angle is critical for smooth operation, reduced vibration, and long-term drivetrain component life. Whether you're swapping to a modern overdrive transmission or replacing a worn-out factory mount, this precision-engineered transmission mount delivers OE-quality fit and durability for multiple Ford transmission applications.

The precision-welded steel bracket provides a solid, secure mounting point while the protective coating guards against corrosion over the long haul. Unlike polyurethane mounts that can transmit drivetrain vibration directly into the chassis and cabin, this mount uses a rubber insulator that effectively dampens vibration for a quieter, more comfortable driving experience. It's the factory-style approach for a reason.

This mount fits T5, TKO, TKX, and Ford Toploader 4-speed manual transmissions as well as C4 automatics. Application coverage includes mid-1960s and newer Ford vehicles plus 1977-up F-Series trucks. Requires MD-201-Mount 1101 hardware kit, sold separately.

Made with quality materials and precision manufacturing for applications demanding proper fit and reliability.

What's Included

• Precision-welded steel transmission mount bracket with protective coating
• Rubber insulator for vibration dampening

Note: Hardware kit (MD-201-Mount 1101) sold separately.

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

• DOM (Drawn Over Mandrel) 3-inch steel tube - 15% stronger than OEM tubing
• 31-spline forged steel slip yoke for maximum strength
• 1330 series U-joints - 1.062-inch cap diameter, 3.625-inch width
• Custom length up to 52 inches center-to-center
• Professionally balanced for vibration-free operation
• Black painted finish for corrosion protection
• Made in the USA

Description

When you upgrade to a high-performance transmission or build serious horsepower, your factory driveshaft becomes a weak link. This custom steel driveshaft replaces undersized OEM tubing and economy-grade components with engineering designed for real power. Built to order with your exact measurements, it delivers the strength and precision your driveline demands.

The foundation is DOM (Drawn Over Mandrel) 3-inch steel tubing - 15% stronger than OEM construction. DOM tubing is drawn over a precision-machined mandrel during manufacturing, producing straighter, more concentric material with tighter tolerances than standard electric-welded tube. This precision matters at high RPM, where even minor imbalances create vibration and accelerate component wear.

The 31-spline forged steel slip yoke mates to transmissions including TREMEC TKO-500, TKO-600, T56 Magnum, Ford C-6, T-45, 3550, 3650, FMX, and Top Loader units. The 1330 series U-joints feature 1.062-inch cap diameter and 3.625-inch width, offering greater operating angle capability than 1310 series while maintaining compatibility with common pinion yokes. Every shaft is professionally balanced for smooth operation across the entire RPM range.

This is a custom-built component requiring accurate measurements from your completed vehicle. Use MDL's driveshaft build sheet to provide center-to-center length, transmission output spline count, pinion yoke series, and operating angle details. Made in the USA with precision manufacturing processes.

What's Included

• Custom steel driveshaft with 3-inch DOM tube
• 31-spline forged steel slip yoke
• 1330 series U-joints installed
• Professional high-speed balancing
• Black painted finish
• Lifetime tech support from MDL

How to Order

This item requires measurements from your completed vehicle. Download the driveshaft build sheet, fill out all required fields including center-to-center length and pinion yoke information, and submit to info@moderndriveline.com. Contact MDL at 208-453-9800 with questions.