Modified TREMEC T5 5-Speed Super-Duty | Front Shift Forward Socket 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
• 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 Front socket Shifter at 11.75" from main case front. Ideal for '32 Ford hotrods and Rangers
• Compact platform fits below '32 Ford floor without cutting
• 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

The MDL Modified T5 with front position front socket location solves the space and gearing challenges of dropping overdrive into a Ford V8 flathead-powered '32 Ford. This custom front-shift configuration places the shifter socket just 11.75” from the main case front, positioning the lever exactly where you need it while the compact transmission platform tucks below the floor pan without cutting. The 2.95 first gear and deep 0.63 overdrive are geared correctly for flathead torque curves — strong launches without over-revving and relaxed highway cruising that drops RPMs, cuts noise, and extends engine life.

Built on TREMEC's proven T5z platform with Super-Duty upgrades, this transmission handles 330 ft-lb of torque — suitable for 450 hp streetcars on DOT-approved tires. Internal improvements include carbon fiber synchronizer rings on 3rd and 4th gears for smoother high-RPM shifts, Cobra-style pocket bearing for improved load distribution, a steel front bearing retainer for strength, and upgraded synchronizers and bearings throughout. The forward socket location makes this transmission ideal for hotrods and early Rangers where traditional shifter placement doesn't work.

An optional offset shift stub is available to fine-tune shifter position up to 2 inches forward or backward — contact MDL sales staff for details. The rear socket location option (13” from case front) is also available for '60–'65 Falcon and Comet applications. This transmission uses GM transmission mount MD-604-1102 (sold separately) and requires 2.75 quarts of ATF Dexron III. Ford speedometer drive with 7-tooth gear maintains accurate speed readings.

At approximately 75 pounds dry, the T5 is TREMEC's most compact transmission — fitting where others cannot while delivering smooth shifts, easy operation, and proven reliability backed by over 40 years of continuous development. Dollar for dollar, pound for pound, it remains the go-to overdrive solution for lightweight and moderate horsepower builds.

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
• MDL quick shifter (required for forward socket operation)
• 10-splined input shaft and 28-splined output shaft
• Steel front bearing retainer
• Cobra-style pocket bearing
• Carbon fiber 3-4 synchronizer rings
• Flat-machined mounting pad (4" wide, centered on centerline)
• 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).

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

• Close-ratio, short-throw design for precise, lightning-quick shifts
• Small top turret clears tight tunnel floor openings without modification
• Billet aluminum construction for weight savings and durability
• Belleville washers deliver crisp 2-3 shift detent feel
• 7/8-inch on-center mounting fits most aftermarket shift levers
• High-temperature lower dust boot protects internals from oil contamination
• No-stops design allows easy servicing without replacement parts
• Anodized finish for long-lasting corrosion resistance
• Made in the USA

Description

MDL's front shift T5 tail housings move the shifter pivot point forward for better ergonomics in classic builds - but that custom location means stock shifters won't work. The Qwik Stik solves that problem with a purpose-built short-throw design engineered specifically for MDL front shift applications.

The close-ratio geometry reduces throw distance for faster, more precise gear changes. A smaller top turret clears tunnel shifter openings that would bind larger units, eliminating the need for floor modifications. Billet aluminum construction sheds weight compared to cast alternatives while providing superior rigidity for a direct, mechanical feel at the lever.

Belleville washers replace conventional detent springs, delivering a crisp 2-3 shift feel that won't degrade over time. The no-stops design means there are no plastic components to break or replace - and when servicing is eventually needed, the Belleville spring system allows quick disassembly. The 7/8-inch on-center stub mounting accepts most aftermarket shift levers, giving you flexibility in handle and knob selection.

This shifter is compatible exclusively with the MD-510-1001 front shift T5 tail shaft housing or any MDL front shift T5 front position transmission. It will not work with standard shift position tail housings. Proudly crafted 100% in the USA with precision machining and anodized finish for durability.

What's Included

• Qwik Stik shifter assembly - billet aluminum, anodized finish
• High-temperature lower dust boot
• Belleville washers for shift detent

Qwik Stik Shifter | T5 Front Shift Position | 1" or 1.5" Forward Offset

Key Features

• Close-ratio, short-throw design for precision shifts
• 1" or 1.5" forward stub offset brings shifter to factory position
• Billet aluminum construction for weight savings and durability
• Compact turret profile clears tight floor pan openings
• 7/8" on-center mounting fits most aftermarket shift levers
• Belleville washer detent system delivers crisp 2-3 shifts
• No-stops design eliminates breakage points and simplifies servicing
• High-temperature lower dust boot included
• Front or rear shifter position compatibility
• Proudly crafted 100% in the USA

Description

When you run an MDL front-shift T5 tail housing or convert a Mustang tail housing to front position using an MDL shift block, factory shifters put your hand in the wrong spot. The Qwik Stik Shifter solves this problem with a 1" or 1.5" forward offset that moves the stick back to factory-feel ergonomics while delivering short-throw performance.

Engineered specifically for MDL front-shift applications, the Qwik Stik uses a compact billet aluminum turret designed to clear tight floor openings where larger shifters won't fit. The close-ratio throw reduces shift travel for lightning-quick gear changes without sacrificing accuracy. Belleville washers create positive detent that locks each gear with authority, eliminating the vague feel of worn-out factory shifters.

The no-stops design is a key advantage: there are no plastic or metal stops to break or replace, and servicing the shifter is straightforward when needed. The 7/8" on-center mounting accepts most aftermarket shift levers, so you can finish the installation with your preferred lever, boot, and shift knob.

This shifter works exclusively with MDL MD-510-1001 front-shift T5 tail housings or any MDL front-position T5 transmission. It does not work with standard shift position tail housings. Made in the USA with lifetime technical support from MDL.

Kit Includes

• Billet aluminum Qwik Stik shifter assembly
• High-temperature lower dust boot
• Belleville washer detent system
• Mounting hardware

Stub Offset: 1" or 1.5" Forward
Shifter Position: Front or Rear
Socket Position: Front

Note: This shifter does not have any stops. Does not work with standard shift position tail housings.

Key Features

• Close-ratio/short-throw design for lightning-quick shift response
• Engineered exclusively for MDL MD-510-1001 front shift T5 tail housings or MDL front shift position transmissions
• Stub offset options: 1" left, straight up, or .5" forward from pivot point
• Billet aluminum construction saves weight and resists corrosion
• Anodized finish for long-term durability
• Small top turret clears tight tunnel and floor openings
• 7/8in. on-center mounting pattern fits most aftermarket shift levers
• Belleville washer detent system delivers crisp 2-3 shifts
• No internal stops to break or replace -- simplifies servicing
• High-temperature lower dust boot protects internal components
• Proudly crafted 100% in the USA

Description

Tight tunnel openings and awkward shifter placement kill the driving experience in many T5 swaps. The MDL Qwik Stik Shifter solves both problems with a compact top turret designed to clear restrictive floor openings and multiple stub offset options -- 1" left, straight up, or .5" forward -- so you can dial in ergonomics without cutting sheetmetal.

This shifter is purpose-built for MDL's MD-510-1001 front shift T5 tail housings or any MDL front shift position transmission. The custom pivot point and bolt pattern mean it will not work with standard-position T5 tail housings. Billet aluminum construction shaves weight while the anodized finish resists corrosion and wear. The Belleville washer detent system replaces traditional stops, delivering a crisp feel on every gear change without the breakage risk that plagues stock designs. When service is needed, the stop-free design makes teardown straightforward.

The shifter stub features a 7/8in. on-center mounting pattern compatible with most aftermarket shift levers, giving you flexibility to match your interior. A high-temperature lower dust boot keeps debris and fluid out of the mechanism. Ideal for hotrods, street rods, Ford Ranger V8 conversions, and any build where seat clearance or tunnel space is at a premium.

Attach your shift lever, boot, and knob -- you're ready to drive. Made in the USA with lifetime technical support from the MDL team.

Kit Includes

• Billet aluminum Qwik Stik shifter assembly (anodized)
• High-temperature lower dust boot
• Belleville washer detent system
• Mounting hardware
• Lifetime technical support

Note: Does not work with standard shift position tail housings. Requires MDL front shift T5 components (MD-510-1001 or MDL front shift position transmission) for proper fitment. Shift lever, boot, and knob sold separately.

Key Features

• Close-ratio, short-throw shifter with Belleville washer detent for crisp 2-3 shifts
• Billet aluminum construction for lightweight durability
• Compact top turret engineered to clear restrictive floor openings
• 7/8-inch on-center mounting fits most aftermarket shift levers
• 1.950" or 2.450" forward offset positions the shift knob where you need it
• High-temperature lower dust boot handles engine bay heat cycles
• No shift stops - Belleville spring design eliminates failure points and simplifies servicing
• Works with front or rear shifter positions
• Made in the USA

Description

Front-shift T5 conversions create a shifter placement problem: the stock shifter sits too far back for hot rods, street rods, and tight-cockpit builds. The Qwik Stik solves this by pairing with MDL's front shift tail housings to move the shift lever exactly where classic car ergonomics demand - no compromises, no awkward reach.

This shifter has been specifically engineered to work exclusively with MDL's MD-510-1001 front shift T5 tail shaft housings or any MDL front shift T5 front position transmission. Standard shift position tail housings will not work. The front shift position places the shift pivot point at 11.75 inches back from the main case, and the 1.950" or 2.450" forward offset stub moves the shift knob even further into the driver's reach zone.

The engineering focus was clearance and control. The compact billet aluminum turret clears restrictive floor openings that trap larger shifters, while the close-ratio mechanism delivers short, precise throws. Belleville washers provide excellent detent feel - that crisp 2-3 shift feedback gearheads demand. Unlike designs with breakable stops, this shifter has no stops; the spring-loaded detent system eliminates failure points and makes servicing straightforward.

Positioning flexibility sets this shifter apart. The standard 7/8-inch on-center mounting accepts most aftermarket shift levers, so you can attach your preferred lever, boot, and shift knob. The high-temperature dust boot handles engine bay heat cycles without degrading. Precision machined and anodized for long life, proudly crafted 100% in the USA.

What's Included

• Billet aluminum Qwik Stik shifter assembly with anodized finish
• High-temperature lower dust oil boot
• Belleville washer detent system
• Complete mounting hardware
• Lifetime technical support: 208-453-9800

Key Features

• Cast aluminum reproduction of legendary GM #3899621 bellhousing
• Direct bolt-up to Muncie 4-speed pattern transmissions - no adapters required
• 168-tooth flywheel configuration with 4-5/8" pilot bore
• Accepts up to 11" clutch diameter
• Compatible with Muncie, Saginaw, Borg-Warner T10, TREMEC TKX, and TKO transmissions
• Factory-like attachment using stock or Holley oil pan
• Designed for both hydraulic and mechanical clutch fork linkage
• Lightweight aluminum construction - non-SFI rated
• Fits Chevy small block and big block engines

Description

When you're swapping to a modern TREMEC transmission or rebuilding with a classic Muncie, the last thing you want is adapter-stacking and fitment headaches. This cast aluminum bellhousing is a faithful reproduction of the legendary GM #3899621 - the heavy-duty 11" clutch housing that GM used across Corvettes, Camaros, Chevelles, and full-size Chevys from the mid-'60s through the early '80s. It bolts directly to any Chevy small block or big block with no adapters required.

The 621 bellhousing features the 168-tooth flywheel configuration with a 4-5/8" center bore, originally designed for GM's heavy-duty 11" clutch applications. The transmission side accepts any gearbox with the standard GM Muncie 4-speed bolt pattern - including the original Muncie M20/M21/M22, Saginaw, Borg-Warner T10, and modern TREMEC TKX and TKO transmissions. This makes it the ideal foundation for upgrading from a 3 or 4-speed manual or automatic to a modern 5 or 6-speed TREMEC.

The design accommodates both hydraulic and mechanical clutch fork systems, giving you flexibility in your release setup. Factory-like attachment using stock or Holley oil pans ensures clean integration in GM cars and trucks, as well as swap applications into other chassis. This non-SFI rated aluminum casting is a lower-cost alternative for street builds under 500 hp that don't require steel SFI certification. Made in the USA.

What's Included

• Cast aluminum 621-style bellhousing with GM #3899621 casting number
• Bellhousing alignment procedure instruction sheet
• Lifetime technical support

Note: This bellhousing does not include mounting hardware or fork pivot stud. For pivot stud, see item# MD-401-6026.

Key Features

• Cast aluminum construction -- lightweight, non-SFI option for street and mild performance builds under 500 hp
• Factory-like LS engine attachment compatible with stock or Holley oil pans
• Supports both hydraulic throwout bearing and mechanical fork clutch release systems
• 168-tooth flywheel compatibility with 11-inch clutch applications
• Precision-machined 4.684-inch transmission bore diameter
• 6.45-inch bellhousing depth for proper engine-to-transmission alignment
• 2.125-inch x 3.3-inch clutch fork opening
• 1/2-13 UNC manual linkage/Z-bar bracket holes
• Fits GM LT1, LS Gen III/IV, small-block Chevy, and big-block Chevy engines
• Mates to GM four-speed bolt pattern transmissions: TREMEC TKO, TKX, Muncie, Saginaw, and Borg Warner T10

Description

Whether you're dropping an LS into a classic muscle car or building out a traditional small-block or big-block setup with a modern manual transmission, this Lakewood cast aluminum bellhousing bridges the gap. It connects GM LT1, LS Gen III/IV, small-block Chevy, and big-block Chevy engines to transmissions using the standard GM four-speed bolt pattern -- including the TREMEC TKO, TKX, Muncie, Saginaw, and Borg Warner T10.

The cast aluminum construction delivers OE-style durability without the weight penalty of a steel scatter shield, making it ideal for street cruisers and mild performance builds running under 500 horsepower where SFI certification isn't required. For LS swaps, the bellhousing provides factory-like attachment that works seamlessly with stock or Holley oil pans. The design accommodates both hydraulic throwout bearing setups and traditional mechanical fork linkage, giving you flexibility in your clutch release system.

Precision matters when mating an engine to a transmission, and this bellhousing delivers. The 6.45-inch depth, 4.684-inch transmission bore, and 2.125-inch x 3.3-inch fork opening are machined to ensure proper alignment and clutch operation. This version is designed specifically for 168-tooth flywheels paired with 11-inch clutches -- the larger flywheel diameter preferred for higher-torque applications. Note that some casting variations may require minor clearancing depending on your specific vehicle, and this bellhousing is not compatible with ACE twin-disc clutch systems.

Built for GM cars and trucks as well as swap applications into other manufacturers' chassis, this Lakewood bellhousing is a proven solution for builders who want reliable fitment without SFI overhead. OEM-style starters are recommended for ease of fitment -- just be sure your starter tooth count matches your flywheel (168-tooth). Made in the USA.

What's Included

• Lakewood cast aluminum bellhousing (natural cast finish)
• Lifetime technical support from MDL

Note: This bellhousing does not include mounting hardware or fork pivot ball. Hardware kits available separately.

Key Features

• SFI 6.1 certified scattershield - required for vehicles running 11.49 or faster in the quarter-mile
• Spin-formed steel work-hardens to over 80,000 PSI - twice the strength of rolled or stamped steel bellhousings
• Transmission bore diameter: 4.685 inches (GM standard pattern)
• Bellhousing depth: 5.950 inches [VERIFY: external sources list 6.290 inches for RM-6022]
• Accommodates 153 or 168-tooth flywheels with up to 11-inch clutch
• Compatible with mechanical fork setups or hydraulic throwout bearings
• 9:00 clutch fork opening for proper fork geometry with GM TKO/TKX transmissions
• Weight: 22 pounds
• OEM-style starter attachment and placement
• Gold iridite finish
• Made in the USA

Description

When your build demands serious protection without compromise, the QuickTime RM-6022 bellhousing delivers SFI 6.1 certified scattershield strength between your small block or big block Chevy and GM-pattern manual transmissions. Factory bellhousings and stamped aftermarket alternatives flex under power, causing accelerated drivetrain wear and misalignment through the RPM range. QuickTime's proprietary spin-forming process eliminates that weakness entirely.

Unlike rolled or stamped steel bellhousings, QuickTime's spun cone work-hardens during manufacturing to over 80,000 PSI - delivering twice the strength of conventional steel designs while maintaining dimensional accuracy that keeps your engine and transmission in perfect alignment. This pinpoint precision protects clutches, input shafts, and pilot bearings from the flex-induced wear that destroys drivetrains. The process incorporates 16 patented design points that make this the most dimensionally stable bellhousing on the market.

The RM-6022 bridges Chevrolet small block and big block V8 engines (including 1992-96 LT1) to transmissions using the GM standard bolt pattern: Muncie, Saginaw, Richmond, Borg Warner T10, Jerico, Falcon, Bert, Brinn, and TREMEC TKO/TKX. The 9:00 clutch fork opening provides correct geometry for GM-style mechanical linkage, while the design also accepts hydraulic throwout bearings for modern clutch actuation. A 4.685-inch transmission bore diameter centers GM-pattern transmissions precisely.

This is a universal-fit bellhousing engineered for engine-to-transmission adaptation, not vehicle-specific applications. Accommodates 153 or 168-tooth flywheels with clutches up to 11 inches in diameter. SFI 6.1 certification meets sanctioning body requirements for serious strip or circle track use. Made in the USA.

What's Included

• QuickTime RM-6022 spun steel bellhousing with gold iridite finish
• Engine block plate
• Clutch fork pivot ball
• Grade 8 mounting hardware
• Installation instructions

Bellhousing Cover Plate | 1964-1981 Chevy SBC/BBC | 11-Inch 168-Tooth

Key Features

• Designed specifically for 168-tooth flywheels with 11-inch clutch bellhousing applications
• Protects ring gear and clutch area from dirt, debris, and road contamination
• Fits 1964-1981 Chevy small block and big block engines with standard Chevy bellhousing bolt pattern
• No transmission removal required for installation
• Lightweight stamped steel construction at just 17 ounces
• Direct replacement for worn or missing factory inspection covers

Description

A missing or damaged bellhousing cover leaves your flywheel and clutch exposed to constant contamination. Without proper protection, dirt, road grit, and debris work their way into the ring gear and clutch area over time, accelerating wear on friction surfaces and causing premature clutch failure. This cover plate eliminates that problem by sealing off the flywheel area while still allowing access for inspection when needed.

This cover is sized specifically for 11-inch bellhousings used with 168-tooth flywheels - the larger of the two GM flywheel sizes. The 168-tooth flywheel measures 14 inches in diameter and was commonly used in heavy-duty applications including trucks, police vehicles, and high-performance cars. These setups were typically paired with 11-inch clutches and require the larger bellhousing to clear the ring gear - and a correspondingly sized inspection cover.

Compatible with both small block and big block Chevy engines from 1964-1981 that use the standard 11-inch bellhousing configuration. Installation is straightforward and does not require transmission removal - simply bolt the cover in place using the included hardware. While the driveline will technically function without a cover installed, leaving the flywheel exposed to the elements is not recommended for any vehicle that sees regular use.

What's Included

• Stamped steel bellhousing cover plate
• Mounting hardware

Key Features

• Precision CNC machined from 6061 billet aluminum for maximum strength and dimensional accuracy
• No drilling or machining required - slides directly onto GM 621-style bellhousing
• Zero-rotation design keeps 1983-93 Ford front shift T5 case positioned straight up
• Engineered thickness properly sets input shaft depth into pilot bushing
• Maintains precise transmission-to-bellhousing alignment for reliable operation
• All mounting hardware included for complete installation
• MDL logo and part number machined into adapter for identification
• Made in the USA

Description

Building a GM-powered hot rod or restomod and want to run a 1983-93 Ford Mustang front shift T5 behind your small block or big block? This precision adapter plate bridges the gap between the GM 621-style bellhousing bolt pattern and the Ford T5's mounting face - with the transmission case positioned straight up (no rotation). The result is a clean, factory-style installation without the clocking offset found on some other T5 conversions.

The adapter registers precisely to the GM 621-style bellhousing (the standard Muncie/Saginaw 3/4-speed pattern used on Chevy small blocks and big blocks) with the correct thickness to properly set the Ford T5 input shaft depth into the pilot. This engineered fitment ensures the input shaft engages the pilot bushing at the correct depth for smooth operation and long transmission life. Simply slide the adapter onto the back of the bellhousing, bolt the T5 to the adapter, and you're in business - no drilling, machining, or custom fabrication required.

Note that the Ford T5 bearing retainer must be shortened by 0.200 inch for proper clearance. Because the Ford T5 uses a different input shaft spline count and pilot bearing diameter than GM applications, you'll need a conversion clutch disc to match the Ford T5 input splines and a pilot bushing sized for the Ford input shaft diameter. MDL offers conversion clutches and pilot bushings to address these fitment requirements.

If your build requires the narrow Ford transmission bolt pattern instead, see adapter MD-401-2111. Proudly made in the USA with MDL's commitment to precision CNC machining and exact fitment.

What's Included

• 6061 billet aluminum adapter plate, CNC machined with MDL logo and part number
• Complete mounting hardware
• Installation instructions

Bellhousing-to-Transmission Bolt Kit | Chevy Front-Shift T5 | Aluminum Bell

Key Features

• Complete bolt set sized specifically for aluminum bellhousing castings
• Correct length prevents bottoming out or insufficient thread engagement
• New hardware eliminates stretch from previously torqued fasteners
• Designed for GM/Chevy front-shift T5 transmission applications

Description

Reusing old transmission bolts is a gamble—fasteners take a permanent stretch after being torqued, and the wrong length can bottom out in aluminum castings or leave inadequate clamping force. This hardware kit eliminates the guesswork by providing bolts specifically sized for mounting a Chevy front-shift T5 transmission to aluminum bellhousings.

Aluminum bellhousing castings have different thread depth requirements than steel housings, making bolt length critical. Hardware-store bolts of the "correct" thread pitch often run too long or too short for the application. This kit includes bolts cut to the exact length needed for proper thread engagement without bottoming out—ensuring consistent clamping loads through thermal cycles and high-torque operation.

Installing new fasteners also guarantees proper torque retention. Once a bolt has been fully tightened and removed, the threads take a set that prevents them from holding their original clamping force. Fresh hardware delivers the reliable, repeatable torque values your drivetrain needs.

What's Included

• Complete bolt set for T5-to-bellhousing mounting
• Bolts sized for aluminum bellhousing castings

Key Features

• Nodular (ductile) iron construction delivers superior tensile strength, impact resistance, and crack resistance over gray cast iron
• 168-tooth ring gear with 14.086" diameter for compatibility with angle bolt pattern starters
• Zero balance for internally balanced Chevy small block and big block engines
• 12-5/8" pressure plate bolt pattern accepts 11" clutch discs
• 2.485" crankshaft register bore sized for two-piece rear main seal engines
• 6-bolt crankshaft mounting with 7/16" bolt pattern
• 30 lb. weight provides smooth engagement and adequate rotational mass
• Direct bolt-in replacement--no resurfacing of a worn core required

Description

Whether you're converting to a manual transmission or replacing a worn or damaged flywheel, this nodular iron unit delivers a cost-effective upgrade over gray cast iron without the expense of billet steel. Nodular iron--also known as ductile iron--transforms gray iron's crack-promoting graphite flakes into spheres through a specialized alloying process. The result is a material with superior yield strength, elongation, and impact resistance compared to conventional cast iron, making it an excellent choice for high-performance street engines.

This flywheel fits '55-'85 Chevy small block and big block V8s equipped with two-piece rear main seals. The 2.485" crankshaft register bore ensures proper centering on compatible cranks, while six 7/16" bolts secure the flywheel to the crankshaft flange. The precision-machined clutch surface provides consistent engagement, and the zero balance specification makes this flywheel compatible with all internally balanced engines from this era--265, 283, 302, 305, 327, 350, 396, 427, and 454 applications included.

The 168-tooth ring gear measures 14.086" in diameter and requires an angle bolt pattern starter. Transmission bellhousings will clear both 153-tooth and 168-tooth flywheels, but starter selection is critical--verify your block is drilled for the angle bolt pattern or plan to add the holes. The 12-5/8" pressure plate bolt pattern accepts 11" clutch discs, giving you access to higher-capacity clutch options compared to the smaller 153-tooth flywheels limited to 10.5" discs.

At 30 lbs., this flywheel provides adequate rotational mass for smooth idle and engagement characteristics on street-driven vehicles. Nodular iron is an ideal balance between the brittleness of gray iron and the cost of SFI-rated billet steel--well suited for spirited street use below 6,000 RPM. For dedicated racing applications or engines running sustained high RPM, step up to a billet steel SFI-rated unit.

Kit Includes

• Nodular iron flywheel with precision-machined clutch surface
• 168-tooth ring gear (factory installed)
• Clutch pattern chart (PDF)

Specifications

• Material: Nodular (ductile) iron
• Ring Gear: 168 teeth, 14.086" diameter
• Balance: Zero (internal balance engines only)
• Crankshaft Register Bore: 2.485"
• Pressure Plate Bolt Pattern: 12-5/8"
• Compatible Clutch Disc Diameter: 11"
• Crankshaft Bolt Pattern: 6-bolt, 7/16"
• Weight: 30 lbs.
• Application: 1955-1985 Chevy small block and big block V8 (two-piece rear main seal)
• Starter Compatibility: Angle bolt pattern

Key Features

• Lightened billet steel construction at 25 lbs reduces rotational mass versus OEM cast iron flywheels
• 168-tooth ring gear for proper starter engagement with angle-mount starters
• External balance configuration matches 1991-up Gen V/VI 454 crankshaft requirements
• 2.485-inch crank register bore for one-piece rear main seal applications only
• 12-5/8-inch clutch bolt pattern accepts 11-inch pressure plates
• Six-bolt crankshaft mounting pattern with standard 3.580-inch bolt circle
• Single-disc clutch compatible
• Made in the USA

Description

When GM introduced the one-piece rear main seal on 1991-and-later 454 big-block engines, the flywheel mounting dimensions changed significantly from the earlier two-piece seal design. This lightened billet steel flywheel is purpose-built for Gen V and Gen VI 454 engines, featuring the correct 2.485-inch center register bore and updated bolt circle that one-piece rear main seal cranks require. If your block rolled off the line in 1991 or later, this is the flywheel that fits.

At 25 pounds, this billet steel unit cuts significant rotational mass compared to heavy OEM cast iron flywheels while retaining the durability and heat capacity that street-driven big-blocks demand. The external balance design incorporates the precise counterweight distribution required by 454 rotating assemblies, which cannot achieve internal balance due to stroke length and counterweight packaging constraints inside the crankcase.

The 168-tooth ring gear ensures proper engagement with angle-bolt-pattern starters standard on big-block Chevy applications. The 12-5/8-inch clutch bolt pattern is sized for 11-inch pressure plates, making this flywheel ideal for street performance builds where improved throttle response and quicker revs matter without sacrificing smooth launches and daily drivability.

This flywheel will not fit earlier 1970-1990 Mark IV 454 engines with two-piece rear main seals--those applications require a different flywheel with different mounting dimensions. Precision-machined and made in the USA, this flywheel delivers the quality and fitment accuracy your 454 manual transmission conversion or rebuild demands.

What's Included

• One lightened billet steel flywheel with 168-tooth ring gear
• External balance counterweighting for 1991-up 454 applications
• Precision-machined friction surface

Key Features

• Lightened billet steel construction for strength and reduced rotating mass
• 168-tooth ring gear for compatibility with standard Chevy starters
• Zero (internal) balance configuration for Chevy 265-427 and 572 engines
• 2.485" crankshaft register diameter fits 2-piece rear main seal applications
• Dual clutch bolt pattern accepts both 10.5" (11-5/8" bolt circle) and 11" (12-5/8" bolt circle) clutch assemblies
• Six-bolt crankshaft mounting pattern
• 25 lb. weight balances performance gains with street drivability
• Made in the USA

Product Overview

Reducing flywheel weight is one of the most effective ways to improve throttle response and free up horsepower that would otherwise be lost spinning excess rotating mass. This lightened billet steel flywheel strips weight strategically while retaining the structural integrity and heat dissipation characteristics that billet steel provides. The result is quicker revs, sharper acceleration, and a more responsive drivetrain without the harsh engagement or stalling tendencies of ultra-lightweight aluminum units.

This flywheel is engineered for internally balanced (zero balance) Chevy small block and big block engines with 2-piece rear main seals. That covers the classic 265, 283, 302, 305, 307, 327, 350, 396, 402, and 427 cubic inch displacements, plus the 572 crate engine. The 2.485" crankshaft register diameter and six-bolt flange pattern ensure proper centering and secure mounting on these applications. Keep in mind that 400 small blocks and 454 big blocks use external balance cranks and require a different flywheel.

The dual clutch bolt pattern gives you flexibility in clutch selection, accepting both GM 10.5" clutches with the 11-5/8" bolt circle and 11" clutches with the 12-5/8" bolt circle. At 25 pounds, this flywheel sits in the sweet spot between full-weight OEM units and aggressive race-only aluminum flywheels, delivering noticeable performance improvement while maintaining smooth engagement and everyday drivability. The 168-tooth ring gear works with standard Chevy starters and fits most aftermarket bellhousings.

Kit Includes

• Lightened billet steel flywheel with 168-tooth ring gear
• Precision-machined friction surface
• Lifetime tech support from MDL

Key Features

• Nodular iron construction - superior strength and ductility over brittle cast gray iron
• 168 tooth ring gear for large GM bellhousing and angle-mount starter applications
• 23oz external balance matches 1986-up Chevy 5.7L one-piece rear main seal engines
• 30 lb. weight provides excellent rotational inertia for smooth street drivability
• Six-bolt crankshaft mounting pattern with 3.00-inch bolt circle
• 2.067-inch crankshaft register diameter for proper centering
• Accepts 11-inch single disk clutches with 12-5/8-inch pressure plate bolt pattern
• Also fits 4.3L and 5.0L engines with one-piece rear main seal
• OE# 14088648

Description

When you need better strength than brittle cast gray iron but don't require the cost of billet steel, nodular iron delivers the ideal middle ground. This flywheel replaces factory and gray iron units with superior nodular iron construction that transforms the crack-promoting graphite flakes found in conventional castings into spheres or nodules - giving the metal enhanced ductility, yield strength, and impact resistance.

At 30 pounds, this flywheel maintains the standard weight range that V8 street engines need for smooth operation. Heavier flywheels store more rotational energy to help get your vehicle moving smoothly from stops and reduce the abrupt engagement characteristics that lightweight flywheels can exhibit in traffic. The 168-tooth ring gear requires an angle-mount starter and fits large GM bellhousings - if you're switching from a 153-tooth flywheel, confirm your starter bolt pattern matches.

Designed specifically for 1986-up Gen II small block Chevy engines with one-piece rear main seals, this flywheel features the smaller 3.00-inch crankshaft bolt circle and 2.067-inch register bore that distinguish one-piece seal engines from earlier two-piece designs. The 23oz external imbalance is factory-correct for stock 305/5.0L and 350/5.7L rotating assemblies - note that this flywheel does not fit 383 stroker combinations, which typically require a neutral-balance or differently-weighted flywheel depending on crankshaft selection.

The 12-5/8-inch pressure plate bolt pattern accepts standard 11-inch single disk clutches. For motorsports applications, understand that while nodular iron offers significant improvements over gray iron, billet steel remains the preferred choice for sustained high-rpm use above 6,000 rpm or high-horsepower drag racing with sticky tires.

What's Included

• One nodular iron flywheel with 168 tooth ring gear
• Precision-machined clutch friction surface
• Factory-balanced 23oz external imbalance

Key Features

• Lightened billet steel construction at 25 lbs reduces rotational mass for quicker throttle response
• Zero balance design for internally balanced 1986-up Chevy 5.7L/350ci engines
• 168-tooth ring gear compatible with standard GM starters
• 2.067-inch crank registration for one-piece rear main seal applications
• Dual clutch bolt patterns: 11-5/8-inch and 12-5/8-inch for 10.5-inch and 11-inch clutch assemblies
• 6-bolt crankshaft mounting pattern with 7/16-inch flywheel bolts
• 3/8-inch pressure plate bolt size for secure clutch attachment
• Machined from US-milled billet steel and made in the USA

Description

Swapping a modern 5-speed or 6-speed into your '86-up small-block Chevy project requires a flywheel that matches the one-piece rear main seal crank configuration while delivering the reduced rotating mass that brings your engine to life. This lightened billet steel flywheel weighs 25 pounds--significantly lighter than OEM cast iron units--providing the quicker engine acceleration and sharper throttle response your performance build demands without sacrificing the smooth engagement characteristics you need for street driving.

Precision-machined from US-milled billet steel, this flywheel features zero balance for internally balanced engines, eliminating the need for external counterweights. The 168-tooth ring gear ensures compatibility with standard GM starters, while the 2.067-inch crank registration bore precisely matches the one-piece rear main seal crankshaft configuration found on all 1986 and later 5.7L/350ci small-blocks. The 6-bolt mounting pattern secures the flywheel to the crankshaft using 7/16-inch bolts for maximum clamping force.

Dual clutch bolt patterns--11-5/8-inch and 12-5/8-inch--accommodate both 10.5-inch and 11-inch clutch assemblies with 3/8-inch pressure plate bolts, giving you flexibility to match your preferred clutch setup. Whether you're building a TREMEC TKO, TKX, or T56 Magnum conversion, this flywheel provides the precision machining and proper fitment your drivetrain demands.

Designed and manufactured in the USA from domestically milled steel, this flywheel delivers the quality and dimensional accuracy required for high-performance street and track applications.

What's Included

• One lightened billet steel flywheel (25 lbs)
• 168-tooth serviceable ring gear
• Zero balance configuration
• 6-bolt crankshaft mounting pattern (7/16-inch bolt size)
• Dual clutch bolt patterns (11-5/8-inch and 12-5/8-inch)
• 3/8-inch pressure plate bolt holes
• Made in the USA from US-milled steel

Key Features

• External balance design with counterweight - required for all 1986-up Chevy 5.7L/350ci engines with one-piece rear main seal
• Lightened billet steel construction weighs just 25 lbs - significantly lighter than 30+ lb cast iron OEM units
• 168-tooth hardened ring gear for smooth starter engagement and long service life
• 2.067" crank registration bore and 6-bolt pattern for one-piece rear main seal Gen II small-blocks
• Accepts 10.5" and 11" clutch assemblies with 11-5/8" and 12-5/8" pressure plate bolt patterns
• Direct fit for 5.7L LT1 Ramjet-350, ZZ383, and ZZ6 crate engines with 2.067" crank registration
• Made in the USA

Description

GM's 1986-and-later small-blocks with one-piece rear main seals require externally balanced flywheels - the counterweight that used to live on the back of the two-piece seal crankshaft moved to the flywheel when GM redesigned the rear seal. This MDL lightened billet steel flywheel delivers the precise external balance your one-piece seal 5.7L needs while shedding critical rotating mass that improves throttle response and lets the engine rev more freely.

At 25 pounds, this flywheel cuts significant weight compared to stock cast iron units that typically weigh 30 pounds or more. The billet steel construction provides superior grain structure and strength versus cast iron, while the precision-machined friction surface ensures consistent clutch engagement. The 168-tooth ring gear provides more starter engagement points than smaller 153-tooth units, delivering smoother cranking and reduced starter wear over the life of the drivetrain.

The 2.067" crank registration bore and 6-bolt pattern are sized specifically for Gen II one-piece rear main seal crankshafts. This flywheel accepts both 10.5" and 11" clutch discs with standard GM 11-5/8" or 12-5/8" pressure plate bolt circles using 3/8" bolts. Direct compatibility includes the 5.7L LT1 Ramjet-350, plus ZZ383 and ZZ6 crate engines that share the same 2.067" crank registration. Note: This flywheel cannot be used on 383 stroker applications due to different balance requirements - see part number MD-LBS168-EXT for 400/383 stroker external balance applications.

Proudly made in the USA with precision machining that meets the demands of performance builds.

What's Included

• One (1) lightened billet steel flywheel with external balance counterweight
• 168-tooth hardened ring gear (pre-installed)
• Precision-machined friction surface

Note: Flywheel bolts sold separately. See ARP 7/16" flywheel bolt kit (MD-403-1006ARP) for recommended hardware.

Key Features

• Lightened billet steel construction weighing just 25 lbs - reduces rotating mass for improved throttle response
• 168-tooth ring gear for reliable starter engagement on big block Chevy applications
• External balance design matches 1970-1990 Chevy 454ci factory crankshaft requirements
• 2-piece rear main seal compatible with 3.580-inch crank bolt pattern
• 2.485-inch crank registration diameter for proper centering
• 6-bolt crankshaft mounting pattern with 7/16-inch bolts
• 12-5/8-inch pressure plate bolt pattern accepts 11-inch clutch assemblies
• 3/8-inch pressure plate bolt size
• Proudly made in the USA

Description

This lightened billet steel flywheel solves the sluggish throttle response that plagues big block builds using heavy factory flywheels. At just 25 lbs, it sheds significant rotating mass compared to typical cast iron or heavier steel flywheels, translating to quicker revs and improved acceleration without sacrificing the street-friendly characteristics that steel construction provides.

Unlike ultra-light aluminum flywheels that can make stop-and-go driving difficult, this lightened billet steel design retains enough rotating inertia for smooth clutch engagement and easy takeoffs. The steel friction surface also eliminates the need for replaceable inserts, providing consistent clutch grip and straightforward resurfacing when needed. Billet construction ensures superior strength and dimensional stability under the stress of high-RPM operation and repeated heat cycles.

Engineered specifically for 1970-1990 Chevrolet 454ci big block V8 engines, this flywheel features external balance to match your crankshaft's factory configuration. The 2-piece rear main seal compatibility and 3.580-inch crank bolt pattern ensure direct fitment on Mark IV big blocks from this era. The 168-tooth ring gear provides proper mesh with standard big block starters, while the 12-5/8-inch pressure plate bolt pattern accepts common 11-inch clutch assemblies including diaphragm, Borg & Beck, and long-style pressure plates.

Precision-machined in the USA with a 2.485-inch crank registration bore and 6-bolt crankshaft mounting pattern. Compatible with single-disc clutch setups for 1970-1990 Chevrolet 454/502ci V8 engines using 2-piece rear main seals.

Kit Includes

• Lightened billet steel flywheel with 168-tooth ring gear (25 lbs)
• Lifetime MDL technical support

Key Features

• Lightened billet steel construction reduces rotating mass for faster revs and improved throttle response
• Externally balanced design matches 1991-up Gen V/VI Chevy 502 big block crankshaft requirements
• 168-tooth ring gear for proper starter engagement with factory and aftermarket starters
• One-piece rear main seal compatible with 2.485" crankshaft register diameter
• 11" clutch bolt pattern (12-5/8" pressure plate bolt circle) fits standard clutch assemblies
• Six-bolt crankshaft attachment pattern for secure, factory-style mounting
• Precision-machined from billet steel for superior strength over cast alternatives
• 25 lb flywheel weight balances durability with reduced rotational inertia
• Proudly made in the USA

Description

Building a Chevy 502 big block for a manual transmission swap? The engine's external balance requirement means you can't just bolt on any flywheel and call it done. This lightened billet steel flywheel is purpose-built for 1991-and-up Gen V and Gen VI 502 engines, delivering the correct external balance weight your rotating assembly demands while cutting unnecessary mass from the equation.

Machined from premium billet steel rather than cast iron, this flywheel combines the durability big block torque requires with a lightened design that reduces rotational inertia. The result is quicker engine acceleration, snappier throttle response, and less stress on your drivetrain during aggressive shifts. At 25 pounds, it strikes the ideal balance between strength and performance--light enough to feel the difference, heavy enough to handle serious power.

Engineered specifically for one-piece rear main seal 502 engines, this flywheel features the correct 2.485" crankshaft register diameter and 3.58" bolt circle with six mounting holes for proper crankshaft attachment. The 168-tooth ring gear ensures reliable starter engagement, while the 11" clutch bolt pattern (12-5/8" pressure plate bolt circle) accommodates standard single-disc clutch assemblies. Whether you're running a TREMEC TKO, T56 Magnum, or other performance manual, this flywheel provides the foundation for reliable power transfer.

Every flywheel is precision CNC-machined and balanced to exacting tolerances right here in the USA. When your 502 build demands components that match the engine's serious power potential, this lightened billet steel flywheel delivers the quality and performance discerning builders expect.

What's Included

• Lightened billet steel flywheel (25 lbs)
• 168-tooth ring gear (installed)
• External balance weight for Gen V/VI 502 engines
• Precision-machined 2.485" crankshaft register bore
• Six-bolt crankshaft mounting pattern
• 11" clutch bolt pattern (12-5/8" pressure plate bolt circle)

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

• 11" GM diaphragm pressure plate with 12-5/8" EQ bolt pattern
• Low lever height pressure plate engineered specifically for hydraulic release systems
• Organic/Organic facings for smooth, progressive street engagement
• Ford 10 x 1-1/16" splined hub for Ford T5, TKX, and TKO transmissions
• 350 ft-lb torque capacity rated for street performance
• Custom pilot bushing included for GM-to-Ford drivetrain conversions
• Hand-assembled in-house with double-checked tolerances before shipping
• Performance Proven - tested on and off the track
• Made in the USA with a 1-year free-from-defect warranty

Description

Building a mixed-manufacturer drivetrain - say, an LS behind a Ford 5-speed - means solving a geometry puzzle that off-the-shelf clutches simply cannot. This MDL Superior clutch set bridges that gap, pairing a GM 11" pressure plate with a Ford 10-spline clutch disk so you can mate GM-pattern flywheels to Ford T5, TKX, or TKO transmissions without compromise.

The diaphragm pressure plate features a low lever height specifically engineered for hydraulic release systems. That reduced lever height eliminates the geometry conflicts that cause premature throwout bearing wear, incomplete disengagement, and pedal-effort issues when running hydraulic slaves behind GM-pattern clutches. If you are using an internal or external hydraulic slave cylinder, this is the pressure plate design you need.

Organic/Organic facings deliver the smooth, progressive engagement that street-driven vehicles demand. Unlike aggressive ceramic or metallic compounds that grab hard and chatter at low RPM, organic facings engage predictably in stop-and-go traffic, ease away from stoplights without drama, and dissipate heat effectively during extended use. Rated at 350 ft-lb, this clutch handles healthy street performance without sacrificing daily drivability.

Every MDL Superior clutch disk is hand-assembled in-house in Caldwell, Idaho, and double-checked for accuracy before it ships. That means verified tolerances, balanced assemblies, and zero guesswork when you open the box. The included custom pilot bushing ensures correct crankshaft-to-input-shaft alignment for GM-to-Ford conversions. Made in the USA and backed by a 1-year free-from-defect warranty.

What's Included

• 11" GM diaphragm pressure plate with low lever height for hydraulic release (12-5/8" EQ bolt pattern)
• Organic/Organic clutch disk with Ford 10 x 1-1/16" splined hub
• Custom pilot bushing for GM-to-Ford conversion applications
• Clutch alignment tool (10-spline)
• Installation and break-in instructions

Key Features

• Dual-friction disc -- Kevlar on pressure plate side, steel-backed organic on flywheel side for grip plus smooth engagement
• 11" diaphragm pressure plate with 12-5/8" equalizer bolt pattern
• Ford 10 x 1-1/16" spline hub -- matches TREMEC TKO and TKX 10-spline input shafts
• Custom pilot bushing included for precise crankshaft-to-transmission alignment
• Sprung hub design absorbs drivetrain shock for smoother engagement
• Hydraulic release compatible -- works with internal or external hydraulic throwout bearing systems
• Hand-built in-house with quality control and double-checked accuracy before shipping
• Rated for Performance Street Plus applications up to 400 lb-ft
• 1-year defect warranty backed by lifetime tech support

Description

GM-to-Ford transmission swaps demand a clutch that bridges two worlds -- the GM bellhousing bolt pattern with a Ford input shaft spline count. This Superior clutch kit solves that exact fitment puzzle while delivering serious holding power for modified engines. The dual-friction disc uses Kevlar on the pressure plate side for high heat tolerance and aggressive grip, while steel-backed organic on the flywheel side provides the smooth, progressive engagement you need for daily drivability.

The diaphragm pressure plate design is the key to balancing clamp load with pedal effort. Unlike archaic three-finger Long-style clutches that create brutal pedal pressure regardless of engine RPM, the diaphragm design generates strong clamping force with reasonable pedal effort -- no knee-replacement-inducing commutes. The 12-5/8" equalizer bolt pattern fits standard GM 11" bellhousing configurations.

The Ford 10 x 1-1/16" spline hub is specifically sized for TREMEC TKO and TKX transmissions with 10-spline input shafts -- a common configuration when swapping a modern 5-speed into a classic build. The sprung hub design absorbs drivetrain shock loads for smoother engagement and extended disc life. A custom pilot bushing ensures precise crankshaft-to-transmission centerline alignment, eliminating the vibration and premature bearing wear caused by misaligned pilots.

Every Superior clutch disc is hand-assembled in MDL's Caldwell, Idaho facility where quality and tolerances are double-checked before shipping. You receive a ready-to-install premium piece backed by a 1-year defect warranty and lifetime technical support. Made in the USA.

What's Included

• 11" diaphragm pressure plate -- 12-5/8" EQ bolt pattern
• Dual-friction clutch disc -- Kevlar/steel-backed organic, Ford 10 x 1-1/16" spline, sprung hub
• Custom pilot bushing
• Clutch alignment tool
• Installation and break-in instructions
• Lifetime technical support

Key Features

• 550 ft-lb torque capacity - engineered for performance street and open track applications
• Dual Kevlar/Kevlar friction surfaces - superior heat dissipation and consistent engagement under high-stress conditions
• Hand-built Superior series clutch disc with exacting tolerances for flawless operation
• Push-type hydraulic release bearing included - eliminates mechanical linkage binding and simplifies installation
• 11-inch diameter disc with 10-spline x 1-1/16-inch input shaft compatibility
• 12-5/8-inch equal bolt pattern diaphragm pressure plate for GM applications
• Performance Proven - tested and validated in racing conditions on and off track
• Made in the USA with 1-year free-from-defect warranty

Description

The MDL Superior Kevlar/Kevlar clutch kit solves the problem of clutch fade and inconsistent engagement that plague organic clutches under performance driving conditions. The dual Kevlar friction material is specially formulated to handle the rigors of horsepower and racing while remaining street-friendly, delivering reliable performance whether you're daily driving or attacking the track.

This clutch features MDL's Superior series construction - every disc is hand-built in-house to ensure quality, exacting tolerances, and flawless operation are double-checked before shipping. The Kevlar/Kevlar facing combination provides superior heat resistance compared to organic materials, maintaining consistent bite and modulation even under repeated high-stress launches. With a 550 ft-lb torque rating, this clutch handles serious power without slippage while maintaining normal clutch life.

The included push-type hydraulic release bearing system provides smooth, consistent clutch release while simplifying installation by eliminating the need for mechanical linkage adjustments and potential binding issues. The diaphragm pressure plate delivers consistent clamping force throughout the clutch's service life, while the 12-5/8-inch equal bolt pattern ensures proper fitment on GM applications.

This kit is designed for GM applications requiring an 11-inch clutch with 10-spline x 1-1/16-inch input shaft compatibility. The hydraulic release system works with most internal and external slave cylinder setups, providing flexibility for various transmission swaps and custom installations. Made in the USA and backed by MDL's Performance Proven heritage.

What's Included

• Diaphragm pressure plate with 12-5/8-inch equal bolt pattern
• Kevlar/Kevlar friction disc with 10-spline x 1-1/16-inch hub
• Push-type hydraulic release bearing
• Pilot bushing
• Clutch alignment tool
• 1-year free-from-defect warranty
• Lifetime technical support

Key Features

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

Description

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

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

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

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

What's Included

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

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

Key Features

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

Description

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

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

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

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

Kit Includes

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

Modern Driveline offers HURST shift knobsmatch the look and feel of the Classic knobs used in the muscle car era.1-7/8in. Diameter

The industry standard for over 50 years and universally recognized as the "shifter to have, it only takes one glance in the car to see your serious by that chrome stick and shift ball.Today the legacy continues. Through careful engineering and by using only high-quality components, Hurst shift levers & shift balls can complete your vehicle's look.All are backed by the history, heritage, and knowledge that Hurst has acquired over half of a century of shifter design. Made in USA.

Key Features

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

Description

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

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

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

Kit Includes

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

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

Key Features

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

Description

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

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

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

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

What's Included

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

Modern Driveline offers HURST shift knobsmatch the look and feel of the Classic knobs used in the muscle car era.1-7/8in. Diameter

The industry standard for over 50 years and universally recognized as the "shifter to have, it only takes one glance in the car to see your serious by that chrome stick and shift ball.Today the legacy continues. Through careful engineering and by using only high-quality components, Hurst shift levers & shift balls can complete your vehicle's look.All are backed by the history, heritage, and knowledge that Hurst has acquired over half of a century of shifter design. Made in USA.

Key Features

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

Description

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

What's Included

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

Note: Thread reducing adapters sold separately.

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

• 2-1/8" diameter high-impact polymer resin construction engineered for performance-level torque and temperature requirements
• 16mm x 1.5 brass master insert with jam nut -- exceeds 200 ft. lbs. static pull and 20 ft. lbs. twist torque specs
• Subsurface black rally stripe graphics and 5-speed shift pattern embedded during manufacturing -- cannot wear off
• Precision machined and polished to high-gloss ivory finish
• Lightweight 4-ounce design for quick, responsive shifts
• Universal compatibility via thread adapters (sold separately) for any shift lever
• Made in the USA since 1952

Description

Add motorsports-inspired style to your manual transmission with the Rally Series 5-speed shift knob. The classic white body with black rally stripes running through the shift pattern delivers authentic racing aesthetics -- not the generic look of painted-on graphics that chip and fade. These subsurface graphics are embedded into the polymer during manufacturing, making them a permanent part of the knob structure that will stay crisp for the life of your build.

This shift knob is built from a specially formulated high-impact polymer resin engineered specifically for the automotive industry -- not brittle plastic that develops stress cracks with age. The 2-1/8" diameter fills your palm for confident shifts, while the 4-ounce weight provides quick throw response without feeling flimsy. Every surface is precision machined and polished to a high-gloss finish that looks and feels premium.

The brass master insert is what separates quality shift knobs from the set-screw designs that wobble and fail. Threaded at 16mm x 1.5, this insert exceeds the auto industry's specification of 200 ft. lbs. static pull and 20 ft. lbs. twist torque -- it will not come loose or strip under aggressive driving. The included jam nut locks everything in place for a rock-solid feel every time you row through the gears. Unlike steel inserts, brass will not rust or corrode over time.

If your shift lever uses a different thread pitch, MDL stocks adapters to fit virtually any application. Simply confirm your shift lever's thread size when ordering so we can recommend the correct adapter if needed. Made in the USA by a manufacturer that has been building shift knobs since 1952.

What's Included

• Rally Series 5-speed shift knob -- white with black rally stripes and shift pattern
• 16mm x 1.5 brass threaded master insert (installed)
• Brass jam nut
• Lifetime technical support

Key Features

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

Description

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

What's Included

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

Key Features

• Direct bolt-on compatibility with TREMEC T5, T45, T56, TKO-500, TKO-600, and all TREMEC/Borg Warner shifters with 7/8 in. center-to-center bolt spacing
• 10 in. overall length with 30-degree single bend geometry - 4 in. back, 9 in. tall
• High-strength tubular steel construction with chrome-plated finish
• Machined billet steel mounting stud, drilled and countersunk for included 3/8-24 socket head cap screws
• Standard 3/8-24 knob threads for universal shift knob compatibility
• Standard 2-bolt flange with 3/8 in. holes on 7/8 in. center-to-center spacing
• Lokar lifetime warranty
• Made in the USA

Description

When you need a precise, durable shift lever that delivers both performance and classic chrome aesthetics, this Lokar MSL603D shift lever is the solution. Built specifically for TREMEC and Borg Warner manual transmissions, these direct bolt-on tubular shifter levers are engineered for stock and aftermarket 5-speed and 6-speed applications.

The lever fits TKO-500, TKO-600, T5, T45, and T56 transmissions with the standard 2-bolt flange measuring 7/8 in. center-to-center with metric bolt holes. The machined billet steel mounting stud is countersunk for socket head cap screws, delivering a clean, smooth appearance while ensuring a secure, vibration-free connection to your transmission. The lever features a 3/8-24 thread for shift knob compatibility and maintains the precise geometry needed for optimal shift feel.

The 10-inch length with 30-degree single bend provides an ergonomic reach that works well in most applications, positioning the shift knob 4 inches back and 9 inches tall from the mounting point. The high-strength tubular steel construction handles the loads of aggressive shifting while the chrome finish resists corrosion and maintains its appearance over time.

Shift boots, bezels, and knobs are sold separately. Backed by Lokar's lifetime warranty and made in the USA.

What's Included

• Lokar MSL603D chrome tubular steel shift lever
• 3/8-24 socket head cap screws for installation
• Lifetime technical support

Key Features

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

Description

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

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

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

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

What's Included

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

Hurst Competition/Plus Shift Lever | Chrome Steel | 10 x 5.5 x 1.3-Inch

Key Features

• 10-inch length with 5.5-inch setback and 1.3-inch offset for optimal hand positioning
• Triple chrome-plated high-strength steel construction
• Iconic Hurst name stamped on lever
• 3/8"-16 threaded tip accepts all Hurst T-handles and shift knobs
• 0.375-inch bolt holes with 0.875-inch center-to-center spacing
• Fits all Hurst shifters with two-bolt attachment
• Works with T5, T56, and TKX transmissions

Description

When your factory shifter stick wears out or you need a different height and offset for your custom build, this genuine Hurst Competition/Plus lever delivers the classic positioning muscle car enthusiasts demand. The 10-inch length combined with the 5.5-inch setback and 1.3-inch offset puts the shift knob exactly where you need it for comfortable, precise gear changes in most '60s muscle car applications.

Constructed from high-strength steel and triple chrome plated, this lever provides the durability and corrosion resistance required for daily driving and weekend performance use. The iconic Hurst name is stamped directly into the steel, marking this as a genuine piece of shifter heritage from America's Number 1 Shifter Company.

The 3/8"-16 threaded tip accepts any Hurst T-handle or shift knob, letting you complete your interior with your preferred grip style. The 0.375-inch bolt holes with 0.875-inch center-to-center spacing ensure direct fitment to all Hurst Competition/Plus shifters with two-bolt attachment. This lever works with T5, T56, and TKX transmissions, making it ideal for both restoration and swap applications.

For over 60 years, Hurst has been the OEM shifter supplier for legendary muscle cars including the Pontiac GTO, Plymouth Barracuda, Plymouth Super Bird, and Ford Mustang Boss 302. When you install a Hurst shifter stick, you're getting the same engineering that equipped those iconic factory hot rods.

Kit Includes

• 1 - Hurst Competition/Plus shift lever (Hurst Model #5384106)
• Triple chrome-plated high-strength steel construction
• Hurst name stamping

Key Features

• Forged high-strength steel construction with triple chrome-plated finish
• 7.5-inch straight design with zero setback for optimal shift positioning
• 3/8"-16 TPI threading accepts Hurst shift knobs and T-handles
• Iconic "HURST" logo stamped on stick
• Two-bolt attachment fits Billet/Plus, Competition/Plus, and compatible Hurst shifters
• 3/8" bolt holes on 7/8" center-to-center spacing

Description

When your Hurst shifter stick needs replacing or you want to dial in a specific height for your build, this Competition/Plus bolt-on stick delivers the legendary quality Hurst has been known for since 1958. The 7.5-inch straight design with zero setback puts the shift knob exactly where you need it for quick, confident gear changes.

Built from forged high-strength steel--not a casting--and finished with triple chrome plating, this shift stick handles the abuse of aggressive shifting while maintaining that iconic Hurst look. The stamped HURST logo on the stick identifies it instantly as the real deal, not a knockoff.

The 3/8"-16 TPI threading at the top accepts a wide range of Hurst shift knobs and T-handles, so you can customize your setup to match your interior or grip preference. The two-bolt attachment method at the base provides a secure connection to Billet/Plus, Competition/Plus, and other Hurst shifters that use this mounting style. Bolt hole spacing is 3/8" I.D. holes on 7/8" centers.

Whether you're replacing a worn stick or setting up a custom shifter height for your build, this Competition/Plus stick delivers the precise, confident shift feel that made Hurst America's number one shifter company.

What's Included

• Forged steel shift stick with triple chrome-plated finish
• Stamped HURST logo
• 3/8"-16 threaded top for knob attachment

Key Features

• High-strength forged steel construction with triple chrome plating
• 12-inch height with 7.5-inch setback and 2-inch offset toward driver
• 3/8"-16 threaded tip accepts all Hurst shift knobs and T-handles
• Iconic Hurst name stamped on lever
• 3/8-inch bolt holes on 7/8-inch center-to-center spacing
• Fits all Hurst shifters with two-bolt attachment
• Period-correct styling for 1969-1973 Mustang applications
• Compatible with T5, T56, and TKX transmission swaps

Description

When your original shift lever is worn, bent, or missing, this Hurst Competition/Plus chrome shift stick brings back the legendary feel and styling that made Hurst "America's Number 1 Shifter Company." Designed as a direct replacement for 1969-1973 Mustang applications, this lever positions the shift knob exactly where Ford intended -- with dimensions that match the factory Hurst setup.

Hurst bolt-on shifter sticks are ideal for use in custom applications where a particular height or offset is required. This lever measures 12 inches tall with a 7.5-inch setback and 2-inch offset toward the driver, placing the knob in the perfect position for quick, confident shifts. The forged steel construction delivers the rigidity you need for aggressive driving, while the triple chrome plating provides lasting durability and show-quality appearance.

The 3/8"-16 threaded tip accepts any Hurst shift knob or T-handle, giving you flexibility to customize your interior. The dual 3/8-inch mounting holes on 7/8-inch center-to-center spacing ensure rock-solid attachment to any Hurst shifter with two-bolt mounting. This lever offers slightly more offset than the Classic style, making it the correct choice for builders seeking authentic '69-'73 Mustang proportions.

Whether you're restoring a numbers-matching Boss 302 or building a restomod with a modern TREMEC T5, T56, or TKX, this Competition/Plus lever delivers the iconic Hurst heritage and quality that performance enthusiasts have trusted for decades.

What's Included

• Triple chrome-plated forged steel shift lever (Hurst #5388022)

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

Kit Includes

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

Key Features

• Direct bolt-on compatibility with TREMEC T5, T45, T56, TKO-500, TKO-600, and all TREMEC/Borg Warner shifters with 7/8 in. center-to-center bolt spacing
• 10 in. overall length with 30-degree single bend geometry - 4 in. back, 9 in. tall
• High-strength tubular steel construction with chrome-plated finish
• Machined billet steel mounting stud, drilled and countersunk for included 3/8-24 socket head cap screws
• Standard 3/8-24 knob threads for universal shift knob compatibility
• Standard 2-bolt flange with 3/8 in. holes on 7/8 in. center-to-center spacing
• Lokar lifetime warranty
• Made in the USA

Description

When you need a precise, durable shift lever that delivers both performance and classic chrome aesthetics, this Lokar MSL603D shift lever is the solution. Built specifically for TREMEC and Borg Warner manual transmissions, these direct bolt-on tubular shifter levers are engineered for stock and aftermarket 5-speed and 6-speed applications.

The lever fits TKO-500, TKO-600, T5, T45, and T56 transmissions with the standard 2-bolt flange measuring 7/8 in. center-to-center with metric bolt holes. The machined billet steel mounting stud is countersunk for socket head cap screws, delivering a clean, smooth appearance while ensuring a secure, vibration-free connection to your transmission. The lever features a 3/8-24 thread for shift knob compatibility and maintains the precise geometry needed for optimal shift feel.

The 10-inch length with 30-degree single bend provides an ergonomic reach that works well in most applications, positioning the shift knob 4 inches back and 9 inches tall from the mounting point. The high-strength tubular steel construction handles the loads of aggressive shifting while the chrome finish resists corrosion and maintains its appearance over time.

Shift boots, bezels, and knobs are sold separately. Backed by Lokar's lifetime warranty and made in the USA.

What's Included

• Lokar MSL603D chrome tubular steel shift lever
• 3/8-24 socket head cap screws for installation
• Lifetime technical support

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

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

Kit Includes

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

Lokar 10in Lay-Back Steel Shifter Lever | Black Powder-Coat | 3/8in-24 Thread

Key Features

• Lay-back design: 4in back offset x 9in tall with 30-degree bend for optimal hand position
• Tubular steel construction with black powder-coated finish
• Direct bolt-on fitment for TREMEC and Borg Warner shifters with standard 7/8in center-to-center 2-bolt flange
• Compatible with T5, T45, T56, TKO, and Magnum transmissions
• Machined mounting stud drilled and countersunk for included metric cap screws
• 3/8in-24 thread accepts most aftermarket shift knobs
• Made in the USA with lifetime warranty

Description

Stock shifter levers rarely put the shift knob where you actually want it. This Lokar lay-back steel shifter lever solves that problem with a 30-degree bend that positions your hand exactly where it needs to be for quick, confident shifts. The 4-inch back offset and 9-inch height put the knob in the optimal ergonomic position without sacrificing mechanical leverage.

Built from tubular steel with a durable black powder-coated finish, this lever delivers the rigidity serious shifting demands while resisting corrosion and looking sharp in any interior. The machined mounting stud features countersunk holes for a clean, smooth appearance that eliminates the exposed fastener look of lesser shifters.

Installation is straightforward bolt-on for any TREMEC or Borg Warner transmission using the standard 2-bolt flange measuring 7/8 inch center to center between bolt holes. That covers T5, T45, T56, TKO-500, TKO-600, and Magnum applications with both stock and aftermarket 5-speed and 6-speed shifter assemblies. The 3/8in-24 thread at the top accepts virtually any aftermarket shift knob, giving you full control over the final look and feel.

All Lokar products are made in the USA and backed by a lifetime warranty. Shift knob, boot, and trim ring are sold separately.

What's Included

• 10in tubular steel shifter lever with lay-back bend (black powder-coated)
• Machined mounting stud with countersunk cap screw holes
• Metric cap screws for installation

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

• 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

• 63" cable length engineered specifically for T5, TKO, TKX, and AOD transmission swaps
• OEM-style clip connection mates directly with factory mechanical speedometer
• Direct fitment for 1969-1973 Mustang and Cougar applications
• Ford slip-in driven gear connection at transmission end
• Drop-in solution for five-speed and AOD conversions

Description

Swapping a T5, TKO, TKX, or AOD into your '69-'73 Mustang or Cougar means the stock speedometer cable won't reach or route correctly. This 63" speedometer cable delivers the correct length for proper routing from the transmission to your factory mechanical speedometer, eliminating the binding, kinking, or slack that comes with using a generic or incorrect-length cable.

The cable features OEM-style clip connections at the speedometer head, ensuring direct compatibility with your factory gauge cluster without modification. At the transmission end, the cable uses a Ford slip-in connection that interfaces with the driven gear housing on T5, TKO, TKX, and AOD transmissions. This is the correct cable for maintaining your mechanical speedometer function after a modern drivetrain swap.

Unlike screw-on or barrel-style cables used in other Mustang years, '69-'73 models require this clip-style termination. If you're running long-tube headers, consider wrapping the cable where it routes near the exhaust to protect it from heat.

What's Included

• 63" speedometer cable with clip-style speedometer connection
• Ford slip-in transmission connection

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

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

Description

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

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

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

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

Kit Includes

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

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

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

• 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)