Key Features

• 700 lb-ft torque capacity - handles serious power from LS, big-block, and small-block builds
• Close ratio gear set (2.66, 1.78, 1.30, 1.00, 0.80, 0.63) - keeps you in the powerband through every shift
• Double overdrive design with 0.80 fifth and 0.63 sixth - lower cruising RPM and improved fuel economy
• 26-spline input shaft and 31-spline output shaft - compatible with a wide range of clutch and driveline combinations
• Triple cone synchronizers on gears 1-4, double cone on 5-6 and reverse - crisp, precise shifts at high RPM
• 4616 chromoly gears and shafts with substantially increased face widths - built to survive high-stress applications
• One-piece countershaft resists distortion under load
• Fully reversible TKO-style die-cast aluminum shifter - smooth, positive action with multiple mounting positions
• Dual speedometer pickups - accommodates both electronic and mechanical speedometers
• Built-in mid-shift provisions - relocate the shifter forward without hassle
• 85mm center distance - matches TKO positioning for proven conversion fitment
• Approximately 135 lbs dry weight - reasonable weight for a transmission this strong
• 3.65-quart fluid capacity - uses Dexron III ATF

Description

When TREMEC set out to replace the legendary T56, they didn't just update it - they engineered the Magnum from the ground up using TR-6060 architecture found in factory supercars like the C6 ZR1 Corvette and Viper ACR. The result is the strongest, smoothest-shifting 6-speed manual transmission available for the aftermarket, purpose-built for GM LS engines as well as big-block and small-block applications when paired with the correct bellhousing.

This close ratio version (TUET11009) features gear ratios optimized for high-performance street driving and road racing. The 2.66 first gear launches hard without being too aggressive, while the tightly-spaced 1.78 second, 1.30 third, and 1:1 fourth keep you in the meat of your powerband. The double overdrive - 0.80 fifth and 0.63 sixth - drops highway RPM dramatically, improving both cruising comfort and fuel economy. The 4616 chromoly gears feature two-piece laser-beam welded construction with increased face widths for greater strength and more precise tooth geometry.

Inside, the Magnum benefits from modern OEM synchronizer technology: triple cone units on gears 1-4 and double cone on 5-6 and reverse deliver incredibly short, low-effort shift throws with precise engagement even at high RPM. The redesigned shift forks eliminate the wear issues that plagued earlier T56 designs, and the extensively modified case prevents leaks under high-stress conditions. The fully reversible TKO-style aluminum shifter provides multiple mounting positions, and built-in mid-shift provisions under the inspection cover make forward shifter relocation simple for bench-seat classics.

Compatible with GM big-block, small-block, and LS engines using the appropriate bellhousing. Uses standard T56 bellhousing bolt pattern with internal CSC (concentric slave cylinder) mounting provisions. Requires Dexron III ATF. Rated to 7,800 RPM.

Kit Includes

• TREMEC T56 Magnum 6-speed transmission assembly (TUET11009)
• Fully reversible die-cast aluminum shifter with reverse lockout
• Dual speedometer pickup provisions (electronic and mechanical)
• 7-tooth internal speedometer drive gear
• TREMEC factory warranty
• MDL extended warranty - additional year with 1-year grace period when purchased as part of a complete conversion package
• Lifetime technical support from MDL

Key Features

• 700 lb-ft torque capacity - handles serious power from LS swaps and big-block builds
• Wide ratio gear set (2.97, 2.10, 1.46, 1.00, 0.74, 0.50) - aggressive first gear for hard launches, double overdrive for highway cruising
• 26-spline input shaft, 31-spline output shaft - direct compatibility with GM LS-series engines
• 4616 chromoly gears and shafts - significantly increased face widths with 2-piece laser-beam welded construction
• Triple-cone synchronizers (1st-4th) - smooth, high-rpm shifts without balking
• Double-cone synchronizers (5th-6th and Reverse) - crisp engagement across all gears
• Fully reversible TKX-style die-cast aluminum shifter - OEM-grade construction with multiple mounting positions
• Dual speedometer outputs - accommodates both mechanical and electronic speedometers
• Built-in mid-shift provisions - accessible under inspection cover for easy conversions
• One-piece countershaft - bolstered design resists distortion under load
• 34.85" overall length (GM version) - plan your tunnel modifications accordingly
• 135 lbs dry weight - manageable for a transmission rated at 700 lb-ft
• 3.66 qt fluid capacity - uses ATF Dexron III, TREMEC HP-MTF, or Synchromesh

Description

The original T56 topped out around 450 lb-ft - fine for stock applications, but a liability once you started adding power. The TREMEC T56 Magnum solves that problem decisively, delivering 700 lb-ft of torque capacity in a purpose-built aftermarket package based on the TR-6060 architecture found in factory supercars like the Corvette ZR1 and Dodge Viper ACR.

This wide-ratio version (TUET11012) features a 2.97 first gear for aggressive launches and street-light acceleration, while the double overdrive - 0.74 in fifth and 0.50 in sixth - drops highway RPM significantly for better fuel economy and reduced engine wear. TREMEC widened the gear faces substantially over the original T56, then added 2-piece laser-beam welded construction for precise control of tooth angles, pitch, and alignment. Triple-cone synchronizers on gears 1-4 and double-cone on 5-6 deliver smooth, high-rpm shifts without grinding or balking - even when you're banging through the gears hard.

The reversible die-cast aluminum shifter eliminates the limitations of earlier cast-iron designs, providing TKX-style precision with short, low-effort throws. Dual speedometer pickups handle both mechanical cable-driven and electronic setups without adapters. Built-in provisions for mid-shift conversions sit under the inspection cover, ready when your application demands a different shifter location. The T56-style bellhousing bolt pattern makes installation with various late-model GM engines straightforward.

At 34.85 inches overall length, tunnel modification is required for most classic muscle car conversions - this is not a drop-in for '98-'02 F-bodies or '04-'06 GTOs. The 26-spline input matches LS-series engines directly, while the 31-spline output handles serious driveline torque. When you purchase through MDL, you get the standard TREMEC warranty plus an additional year of coverage, along with lifetime technical support to help you get your conversion dialed in right.

What's Included

• TREMEC T56 Magnum transmission assembly (TUET11012)
• Die-cast aluminum reversible shifter with mounting hardware
• Dual speedometer output provisions (mechanical and 17-tooth electronic)
• Internal hydraulic throwout bearing mounting provisions
• Inspection cover with mid-shift conversion access
• TREMEC factory 1-year warranty plus MDL extended warranty (additional 1 year with 1-year grace period)
• Lifetime technical support from MDL

Key Features

• 700 lb-ft torque capacity - built to handle high-power GM small block, big block, and LS engine combinations
• Wide-ratio gear set: 2.97, 2.10, 1.46, 1.00, 0.80, 0.63 - aggressive 2.97:1 first for hard launches with double overdrive for relaxed highway cruising
• Triple-cone synchronizers on gears 1-4, double-cone on 5-6 and reverse - precise, high-rpm shifting under load
• 26-spline input shaft, 31-spline output shaft - robust spline counts for serious torque handling
• 85mm center distance with substantially increased gear face widths - wider gears and laser-beam welded 2-piece construction for durability
• Fully reversible TKO-style OEM-grade die-cast aluminum shifter - smooth, positive shift action with multiple mounting positions
• Dual speedometer pickups - accommodates both electric and mechanical speedometers
• Built-in mid-shift provisions under inspection cover - simple forward shifter relocation for early cars with bench seats
• 135 lbs dry weight - lighter than competing 6-speeds
• 3.66 quart fluid capacity - uses Dexron III ATF or TREMEC HP-MTF
• Overall length: 34.85 inches (GM version)

Description

The TREMEC T-56 Magnum eliminates the compromise between strength and driveability that plagued earlier 6-speed conversions. Introduced in 2009 as the long-awaited replacement for the original T-56, the Magnum combined the best of TREMEC's OEM TR-6060 design with the most popular features of their TKO 5-speed. Known in OEM form as the TR-6060, this is the same transmission architecture found in factory supercars including the Dodge Challenger and Viper, and the Chevrolet Camaro - now available for your GM-powered build.

The TUET16885 wide-ratio gear set delivers a 2.97:1 first gear for aggressive launches paired with closely-spaced 5th (0.80:1) and 6th (0.63:1) overdrives for comfortable highway cruising at lower RPMs. This ratio spread makes the wide-ratio Magnum ideal for street machines, restomods, and pro-tourers where you want strong off-the-line acceleration without screaming RPMs at 70 mph.

Engineering improvements over the original T-56 are substantial. Gear face widths have been significantly increased, and 2-piece laser-beam welded gear construction allows greater control of tooth angles, pitch, and alignment. The bolstered one-piece countershaft resists distortion, while redesigned shift forks with permanently mounted shift links eliminate the wear and float that caused incomplete shifts in earlier designs. Spring-loaded ball-type inserts replace the stamped-steel shift keys of previous generations, delivering short, smooth shifts without the notchy feel.

The Magnum works with GM small block, big block, and LS engines when paired with the correct bellhousing. Clutch release provisions are modeled after the T-56 in 1998-2002 Camaros and Firebirds, designed for use with hydraulic throwout bearings. Multiple shift stub relocation kits are available for use with factory 4-speed consoles. When you purchase from MDL, you get our extended warranty coverage plus lifetime technical support from drivetrain experts who actually use these parts.

What's Included

• TREMEC T-56 Magnum 6-speed transmission (TUET16885)
• OEM-grade die-cast aluminum reversible shifter assembly
• Dual speedometer pickup provisions (electric and mechanical)
• Built-in reverse light switch
• Built-in reverse lockout
• MDL extended warranty - 1 additional year beyond manufacturer warranty with 1-year grace period
• Lifetime technical support

Key Features

• Genuine TREMEC aluminum bellhousing (GM #12453263 / TREMEC #1386-212-005)
• Factory OE replacement for 1998-2002 Chevrolet Camaro and Pontiac Firebird with T56
• Also fits 2004-2006 Pontiac GTO with LS1/LS2 and T56 transmission
• Compatible with GM T56 and T56 Magnum transmissions
• Lightweight aluminum construction - approximately 8.1 lbs
• Gen V LT engine compatible (note: top bolt will not attach)
• Direct bolt-on replacement - no modifications required

Description

When your F-Body or GTO T56 build needs a bellhousing you can trust, don't settle for cheap knockoffs. This is the genuine TREMEC aluminum bellhousing - the same unit that came factory-installed on LS1-powered 1998-2002 Camaro and Firebird models, as well as the 2004-2006 Pontiac GTO. Factory machining ensures proper transmission alignment, starter positioning, and clutch clearance for a direct bolt-on installation with no modifications required.

Cast from lightweight aluminum at approximately 8.1 lbs, this bellhousing delivers the perfect interface between your LS engine and T56 transmission. It fits all GM T56 transmissions from F-Body and GTO applications, plus the aftermarket T56 Magnum. Whether you're restoring an F-Body to stock condition, building an LS swap, or upgrading to a Magnum, this is the bellhousing that thousands of LS/T56 combinations have depended on for reliable, factory-spec performance.

This bellhousing also fits Gen V LT engines, though note that the top bolt location will not be utilized in LT applications. Cross-referenced as GM part number 12453263 and TREMEC 1386-212-005 (also 92142856). When you need OE engineering with a proven track record, accept no substitutes.

What's Included

• TREMEC aluminum T56 bellhousing (GM #12453263 / TREMEC #1386-212-005)
• Mounting hardware
• Installation instructions

Key Features

• SFI 6.1 certified - required by sanctioning bodies for cars running 11.49 or faster in the quarter-mile
• Spun steel cone construction - not rolled or stamped - delivers maximum dimensional stability and accuracy
• Work-hardens to over 80,000 PSI strength - over twice the strength of other steel bellhousings
• Universal fit design - non-vehicle-specific for custom builds and LS/LT swaps
• Designed for hydraulic throwout bearing operation
• Fits up to 168-tooth flywheel and 11-inch clutch
• Bellhousing height: 5.555 inches
• Weight: 20 pounds
• Semi-gloss black powder coat finish
• Uses OEM-style starter placement
• Made in the USA

Description

Running 11.49s or quicker demands SFI-certified protection between your engine and transmission. The QuickTime RM-8020 delivers race-grade safety and precision for high-horsepower LS and LT builds, connecting Gen 3 and Gen 4 LS engines plus Late Model LT1/LT4 (2014-current) powerplants to T56 Chevy LS and T56 Magnum 6-speed transmissions.

QuickTime's proprietary spin-forming process sets this bellhousing apart from competitors using rolled or stamped steel. The spun cone construction creates the most dimensionally stable bellhousing available, with pinpoint concentricity and parallelism that keeps your engine and transmission in perfect alignment through the entire RPM range. This precision eliminates the bellhousing flex that accelerates drivetrain wear in high-stress applications.

Built from high-grade steel that work-hardens to over 80,000 PSI, the RM-8020 delivers more than twice the strength of other steel bellhousings while maintaining a lightweight 20-pound design. The semi-gloss black powder coat finish provides long-term corrosion resistance. MIG-welded thread inserts for transmission mounting ensure professional-grade durability.

This universal-fit bellhousing accommodates up to a 168-tooth flywheel and 11-inch clutch, with design optimized for hydraulic throwout bearing systems. OEM-style starter placement simplifies installation. Patent-pending on 16 points of bellhousing design and manufacturing process. Note: Transmission mounting bolts not included. Made in the USA.

What's Included

• QuickTime RM-8020 steel bellhousing with semi-gloss black powder coat finish
• Full engine block plate
• Grade 8 mounting hardware
• Installation instructions

Key Features

• Application-specific hardware for mounting LS/LT T56 transmissions to early GM LT engine blocks via aluminum bellhousings
• Compatible with OE aluminum bellhousings and MDL MD-401-6023AL aluminum bellhousing
• Properly sized and threaded fasteners eliminate guesswork when sourcing individual bolts
• Complete kit - no additional transmission mounting hardware required

Description

Swapping an LS-style T56 behind an early GM LT engine? This hardware kit provides the correct fasteners to mount your transmission to an aluminum bellhousing without hunting through bolt bins or cross-referencing thread pitches. Early LT engines share the basic bellhousing bolt pattern with LS engines, but the subtle differences between generations mean generic hardware kits often fall short - wrong length, wrong thread, or missing pieces entirely.

This kit is specifically assembled for early LT engine applications using LS or LT-spec T56 transmissions with aluminum bellhousings. Whether you're working with a factory OE aluminum bellhousing or MDL's MD-401-6023AL, this hardware package delivers the right fasteners to complete your transmission installation with confidence.

Stop wasting time at the parts counter trying to match thread pitch and bolt length. This purpose-built kit gets your drivetrain bolted together correctly the first time, so you can focus on finishing the build instead of chasing hardware.

Kit Includes

• Transmission-to-bellhousing mounting bolts (proper thread pitch and length for LT/aluminum bellhousing applications)
• bellhousing to block bolts, transmission mounting hardware, speedo cable hardware, block plate bolts

Key Features

• Complete bolt set for mounting Chevy LS steel bellhousing to engine and T56 Magnum transmission
• 26 total fasteners including 10mm hex flange bolts and Grade 8 hardware
• Black finish on primary 10mm mounting bolts for corrosion resistance
• Grade 8 7/16-14 x 1 inch UNC bolts for high-stress mounting points
• Includes all necessary lock washers in 7/16-inch sizing
• Designed specifically for steel bellhousing applications - aluminum bellhousings require different hardware

Description

Sourcing the correct hardware for a T56 Magnum installation can derail an otherwise straightforward build. Different bolt lengths, thread pitches, and grades are required at various mounting points throughout the bellhousing assembly, and mixing up specifications leads to stripped threads, improper clamping force, or worse. This hardware kit eliminates the guesswork by providing every fastener needed to properly mount your steel bellhousing to an LS engine block and bolt the T56 Magnum transmission to the bellhousing.

The kit includes eight 10mm-1.5 x 50mm hex flange bolts with black finish for the primary bellhousing-to-engine connection, along with eight 10mm-1.5 x 40mm black hex flange bolts for transmission-to-bellhousing mounting. Two shorter 10mm-1.5 x 30mm hex flange bolts handle secondary mounting locations. For high-stress connection points, two Grade 8 7/16-14 x 1 inch UNC hex bolts deliver the strength needed to handle drivetrain loads without stretching or backing out.

Two Grade 5 6mm-1.0 x 16mm hex bolts round out the fastener selection for accessory mounting points. Lock washers in 7/16-inch sizing are included to prevent loosening under vibration. Each fastener is sized and graded for its specific location in the assembly - the right hardware in the right place every time.

This kit is designed specifically for steel bellhousing installations. Aluminum bellhousings use different bolt lengths due to material thickness differences. Compatible with Chevrolet LS engines paired with TREMEC T56 Magnum transmissions.

What's Included

• (8) 10mm-1.5 x 50mm hex flange bolts, black finish
• (8) 10mm-1.5 x 40mm hex flange bolts, black finish
• (2) 10mm-1.5 x 30mm hex flange bolts
• (2) 6mm-1.0 x 16mm hex bolts, Grade 5
• (2) 7/16-14 x 1 inch UNC hex bolts, Grade 8
• (2) 7/16-inch lock washers
• (1) Bolt, 1/4"-20 thread
• (2) Lock washers

Key Features

• 24-pound lightweight billet steel construction - precision-machined from solid billet for strength without excess rotating mass
• Dual pressure plate mounting patterns - accepts both 12-5/8" clutches with dowel pins and 10mm bolts, plus 12-5/8" pattern with 3/8" shouldered bolts
• 168-tooth ring gear for reliable starter engagement
• 2.485" crank registration size for precise centering on 6-bolt LS cranks
• Zero (neutral) balance for internally balanced LS applications
• 11mm x 1.5mm crank bolt pattern
• Compatible with 11" single-disc clutch assemblies
• Made in the USA

Description

When your LS swap demands a flywheel that delivers billet steel strength with reduced rotating mass, this lightweight flywheel solves the problem. Precision-machined from a solid piece of billet steel and lightened to just 24 pounds, it matches OE cast flywheel weight while providing superior strength and durability over factory cast units. The lightened design reduces rotational inertia for improved throttle response and quicker acceleration without sacrificing the smooth engagement characteristics needed for street driving.

The dual pressure plate mounting pattern design eliminates compatibility guesswork. It accepts both the LS-style 11" clutches using dowel pins with 10mm pressure plate bolts, as well as GM 11" clutches using shouldered 3/8" pressure plate bolts. The 2.485" crank registration ensures perfect centering on LS1, LS2, LS3, LS6, and LS7 engines equipped with 6-bolt crankshafts. Zero balance construction makes it the correct choice for these internally balanced LS applications.

CNC-machined in the USA from solid billet steel, each flywheel undergoes precision finishing for optimal surface quality and dimensional accuracy. The 168-tooth ring gear provides reliable starter engagement with standard LS starters. Whether you're completing a classic car LS swap or upgrading a late-model manual transmission vehicle, this flywheel delivers the billet steel strength you need at a weight that won't bog down your build.

What's Included

• Lightweight billet steel flywheel (24 lbs)
• 168-tooth ring gear (pre-installed)
• Dual pressure plate bolt patterns (12-5/8" with dowels/10mm bolts and 12-5/8" with 3/8" bolts)
• 2.485" crank registration bore
• Zero balance configuration

Note: Flywheel bolts sold separately. It is never recommended to reuse flywheel bolts when installing a new or used flywheel.

Key Features

• 24 lb lightened billet steel construction - reduces rotational mass for improved throttle response while retaining steel's durability
• Dual clutch bolt pattern - accepts both 11" (with EQ pins) and 12-5/8" pressure plates for maximum clutch selection flexibility
• Zero balance configuration - matches internally balanced GM LSA, LSX, and Gen V LT engines
• 168-tooth ring gear - ensures reliable starter engagement
• 8-bolt crankshaft mounting with 11mm x 1.5mm bolt holes
• Pressure plate bolt threads: 3/8" and 10mm for broad compatibility
• Made in the USA

Description

This lightened billet steel flywheel bridges the gap between heavy OEM dual-mass units and ultra-light aluminum flywheels that can sacrifice low-speed drivability. At 24 lbs, it sheds significant rotational mass compared to stock castings, delivering noticeably quicker throttle response and faster revs without the chatter or aggressive engagement characteristics common to featherweight aluminum designs. Steel's inherent density provides better harmonic dampening than aluminum, helping absorb the vibrations common in high-output LS and LT builds while smoothing out drivetrain noise.

Machined from billet steel rather than cast, this flywheel offers superior strength and consistency over traditional OEM-style castings. The CNC-machined friction surface provides a flat, true mating surface for consistent clutch engagement. Whether you're building a street/strip LSA, an LSX crate engine swap, or a Gen V LT1/LT4 project, the robust construction handles the torque without concern.

The dual bolt pattern design accommodates both 11" pressure plates (with equalizer pins) and 12-5/8" pressure plates, giving you flexibility to run anything from a mild street clutch to an aggressive multi-disc setup. With both 3/8" and 10mm pressure plate bolt threads, compatibility extends across most popular GM and aftermarket clutch kits. The zero-balance configuration matches the internal balance of LSA, LSX, and Gen V LT engines - no external weights required.

Designed for GM's modern performance V8s including LSA supercharged applications, LSX crate motors, and Gen V LT1/LT4 engines with 8-bolt crankshafts. Compatible with both hydraulic and mechanical clutch release systems. Made in the USA with precision CNC machining for reliable performance across street, strip, and road course duty.

What's Included

• Lightened billet steel flywheel (24 lbs)
• 168-tooth ring gear (installed)
• Dual clutch bolt pattern (11" EQ pins and 12-5/8")

Key Features

• Lightened billet steel construction - 24 lbs for quicker throttle response while retaining rotational inertia for solid launches
• Dual clutch pattern compatibility - accepts both LS pressure plate and 12-5/8" pressure plates for maximum clutch flexibility
• LS9-specific 9-bolt crankshaft flange mounting - direct fit for GM's supercharged 6.2L engines
• Zero balance design - precision balanced for smooth, vibration-free operation
• 168-tooth integrated ring gear - reliable starter engagement
• Single-disc configuration - compatible with 11" clutch disc diameter
• 11mm x 1.5mm flywheel bolt pattern - uses standard LS9 hardware
• Made in the USA

Description

GM's supercharged LS9 features a unique 9-bolt crankshaft flange that demands a purpose-built flywheel. This lightened billet steel flywheel delivers the strength required for high-torque supercharged applications while shedding unnecessary mass for improved throttle response. At 24 pounds, it strikes the right balance between quick engine acceleration and the rotational inertia needed for consistent power delivery off the line.

Billet steel construction provides superior strength over cast alternatives, handling the increased forces generated by forced-induction engines without the stress points and potential cracking found in lesser materials. The precision-machined clutch surface ensures flat, true contact with your pressure plate for consistent engagement and extended clutch life.

The dual clutch pattern accommodates both 11" and 12-5/8" pressure plate configurations, giving you flexibility for your current clutch setup and future upgrades. Whether you're running an OE-style 11" pressure plate with equidistant pins or stepping up to a larger 12-5/8" unit, this flywheel has you covered. The zero balance design matches the LS9's internally balanced rotating assembly for smooth operation throughout the RPM range.

Direct fit for 2009-2013 Corvette ZR1 applications and LS9 crate engine builds. The integrated 168-tooth ring gear ensures reliable starter engagement. Proudly made in the USA with lifetime technical support from MDL.

What's Included

• Lightened billet steel flywheel - 24 lbs, zero balance
• 168-tooth integrated ring gear
• Precision-machined clutch surface for 11" disc
• 9-bolt crankshaft mounting pattern (11mm x 1.5mm)
• Dual pressure plate bolt pattern (11" EQ pins and 12-5/8" EQ)
• Lifetime technical support

Key Features

• M11 x 1.5 thread pitch — OEM specification for all GM LS crankshaft applications
• Hex head design for positive wrench engagement during installation and removal
• Complete set of 6 bolts for full flywheel mounting
• Direct fit for LS1, LS2, LS3, LS6, LS7, and L92 series engines
• Follow GM three-stage torque procedure: 15 ft-lbs > 37 ft-lbs > 74 ft-lbs for proper bolt loading

Description

The flywheel-to-crankshaft connection is one of the most critical fastener applications in your drivetrain. LS engines — with their cross-plane crankshaft design — generate significant vibrations and torque pulses that place heavy demands on flywheel hardware. Using the correct fasteners with proper torque specs prevents bolts from backing out, which can destroy the clutch assembly, rod bearings, and transmission bearings.

This hex head flywheel bolt kit is built to M11 x 1.5 specification for direct compatibility with GM Gen III and Gen IV LS crankshafts. The hex head design provides reliable wrench engagement, reducing the risk of rounded fasteners during high-torque installation. These bolts deliver the clamping force your LS engine demands whether you're completing an LS swap, a rebuild, or replacing worn factory hardware.

Compatible with LS1, LS2, LS3, LS6, LS7, and L92 series engines. Always use new flywheel bolts when installing a flywheel — reusing stretched or fatigued hardware on this critical connection invites failure. Follow GM's recommended three-stage torque sequence: first pass at 15 ft-lbs, second pass at 37 ft-lbs, and final torque at 74 ft-lbs in a star pattern for even clamping.

What's Included

• 6 hex head flywheel bolts (M11 x 1.5 thread pitch)
• Manufacturer's warranty against defects

GM LS Flywheel Bolt Kit | LS1, LS2, LS3, LS6, LS7, L92 Engines | Set of 8

Key Features

• Complete 8-bolt set for GM LS-series and L92 engines
• M11 x 1.5 thread pitch - OEM specification for LS crankshafts
• Hex head design for standard socket tools
• Direct replacement for worn, damaged, or missing factory hardware
• Engineered for proper clamping force and vibration resistance

Description

Loose or worn flywheel bolts are a ticking time bomb in any LS build. When flywheel hardware backs out, the resulting damage cascades through the drivetrain - destroying clutch assemblies, damaging rod bearings, and taking out transmission bearings. This flywheel bolt kit delivers the OEM-spec hardware your LS engine demands for secure flywheel mounting.

Each bolt features an M11 x 1.5 thread pitch matched to GM LS crankshaft specifications. The hex head design works with standard sockets for straightforward installation - no specialty tools required. LS engines are notorious for the significant vibration generated by their cross-plane crankshafts, and with displacements reaching 7.0 liters in some variants, proper flywheel mounting hardware is critical to drivetrain longevity.

Compatible with LS1, LS2, LS3, LS6, LS7, and L92 Series engines. Follow the GM-recommended three-pass torque sequence: 15 lb-ft on the first pass, 37 lb-ft on the second pass, and 74 lb-ft final torque. This staged approach ensures even compression across the flywheel face. GM recommends applying blue thread locker to each bolt when using this torque pattern to prevent loosening under the extreme rotational forces these bolts endure.

Kit Includes

• (8) Flywheel bolts with hex heads
• M11 x 1.5 thread pitch specification
• Manufacturer's warranty against defects

Flywheel Bolt Kit | GM LS9 9-Bolt Crankshaft | Set of 9

Key Features

• Complete nine-bolt set specifically designed for LS9 crankshaft flange pattern
• M11-1.5 x 23.5mm thread specification matching OEM dimensions
• Torque sequence: 15 lb-ft > 37 lb-ft > 74 lb-ft (three-pass)
• Eliminates sourcing hassle for the LS9's unique 9-bolt configuration
• Backed by manufacturer's warranty against defects

Description

The LS9's supercharged 6.2L V8 didn't just get more horsepower than its LS siblings--it got a completely different flywheel bolt pattern. While standard LS engines use a 6-bolt crankshaft flange and newer LSA/LT variants moved to 8 bolts, the LS9 stands alone with its 9-bolt configuration. This kit delivers all nine bolts you need to properly secure your flywheel to that unique crankshaft flange.

Each bolt features M11-1.5 threading with 23.5mm length, matching GM's factory specifications exactly. Proper installation requires a three-pass torque sequence: first tighten all bolts to 15 lb-ft, then 37 lb-ft, and finally 74 lb-ft in a crisscross pattern. This graduated approach ensures even clamping force distribution across the flywheel face, preventing the distortion and bolt loosening that plague improperly torqued assemblies. Incorrect flywheel bolt torque on high-output LS engines can cause bolts to back out, destroying the clutch assembly and eventually damaging rod bearings and transmission components.

Whether you're building a Corvette ZR1 restoration, dropping an LS9 crate engine into a swap project, or refreshing an existing clutch setup, this complete nine-piece kit ensures you have the correct hardware on hand. No more hunting for individual bolts or questioning whether you have the right count for that distinctive 9-bolt pattern.

What's Included

• Nine M11-1.5 x 23.5mm flywheel bolts
• Manufacturer's warranty against defects

Key Features

• 8740 chromoly steel construction - aerospace-grade alloy forged for maximum strength
• Pro Series 200,000 psi tensile strength rating - far superior to OEM hardware
• 12-point head design with 1/2-inch socket compatibility - superior grip and reduced rounding risk
• 0.880-inch under-head length (UHL) - optimized for LS Series crankshaft specifications
• M11 x 1.50 thread pitch - direct OEM fitment for all LS applications
• Black oxide finish - corrosion resistance with clean appearance
• Heat-treated before thread rolling - increased fatigue resistance and dimensional accuracy
• Larger-than-stock shank diameter - improved flywheel register and clamping force
• Complete 6-bolt set - everything needed for one LS engine

Description

Factory flywheel bolts are a weak link in high-performance LS builds. OEM hardware simply is not engineered to handle the stress of aggressive clutch dumps, high-RPM shifts, or sustained track use. ARP's Pro Series Flywheel Bolt Kit delivers the strength upgrade serious LS builders demand, replacing marginal factory fasteners with aerospace-grade hardware rated at 200,000 psi tensile strength.

Each bolt is forged from 8740 chromoly steel - a nickel-chromium-molybdenum alloy prized for its exceptional balance of tensile strength, toughness, and fatigue resistance. ARP heat-treats the material before thread rolling and machining, a critical sequence that maximizes thread integrity and dimensional accuracy. The exclusive flat 12-point head design accepts a standard 1/2-inch socket and provides superior engagement compared to hex heads, reducing the risk of rounding under high torque loads.

The larger-than-stock shank diameter does more than just add strength - it improves flywheel register by filling more of the mounting hole, reducing the chance of flywheel movement under load. The 0.880-inch under-head length is engineered specifically for LS Series crankshafts, ensuring proper thread engagement without bottoming out. Black oxide finish provides corrosion protection while maintaining the professional appearance serious builders expect.

Compatible with LS1, LS2, LS3, LS6, LS7, and L92 series engines. Complete 6-bolt set includes everything needed to secure your flywheel with confidence.

Kit Includes

• Six (6) 8740 chromoly flywheel bolts with black oxide finish
• Manufacturer's warranty against defects
• MDL lifetime technical support

Key Features

• Steel-backed organic facings deliver smooth engagement with enhanced burst strength for street performance
• Diaphragm pressure plate with LS bolt pattern for hydraulic actuation
• 26-spline x 1-1/8" sprung hub matches T56 Magnum and Magnum-F input shaft specifications
• 350 ft-lb torque rating sized for performance street applications
• Hand-assembled in-house with double-checked accuracy for ready-to-install quality
• 1-year free-from-defect warranty
• Made in the USA by MDL

Description

Finding the right clutch for a GM LS to T56 swap shouldn't mean compromising on quality or pedal feel. This Superior Series clutch set delivers exactly what a street performance build demands: reliable holding power, smooth engagement, and the correct spline count to mate your LS engine to a T56 Magnum or Magnum-F transmission without adapter headaches.

The steel-backed organic design strikes the ideal balance between daily drivability and durability. Steel backing increases clamping force and provides superior burst strength compared to standard organic discs, while the organic friction material ensures civilized takeoffs and excellent pedal modulation. The diaphragm pressure plate features the correct LS bolt pattern and is configured for hydraulic release systems, eliminating the fitment problems common with mechanical linkage conversions.

Every MDL Superior clutch is hand-assembled in-house to ensure quality and flawless operation. Each unit is checked and double-checked for proper balance, precise tolerances, and reliable function before it ships. This process guarantees a ready-to-install component right out of the box. Note that a throwout bearing is not included with this kit and must be purchased separately based on your specific bellhousing and slave cylinder configuration.

Compatible with GM LS engines paired to T56 Magnum and Magnum-F transmissions using the 26-spline input shaft. Made in the USA and backed by MDL's 1-year free-from-defect warranty and lifetime technical support.

What's Included

• Diaphragm pressure plate with LS bolt pattern
• 11" clutch disc with steel-backed organic facings and 26-spline x 1-1/8" sprung hub
• Pilot bearing
• Clutch alignment tool
• Pressure plate bolts (3/8")
• Installation and break-in instructions
• Lifetime technical support from MDL

Key Features

• Dual-friction disc: Kevlar facing on flywheel side, steel-backed organic facing on pressure plate side
• 26-spline x 1-1/8" hub for GM LS engines mated to T56 or T56 Magnum transmissions
• Diaphragm-style pressure plate designed for hydraulic actuation
• Sprung hub disc for smooth engagement and reduced drivetrain shock
• Hand-built Superior clutch disc manufactured in-house with double-checked tolerances
• 500 lb-ft torque capacity—Performance Street Plus rated
• Made in the USA with 1-year defect-free warranty and lifetime tech support

Description

Extracting maximum performance from a high-torque LS engine requires a clutch that bridges the gap between aggressive track bite and civilized street manners. This dual-friction Superior clutch disc solves that challenge by pairing Kevlar on the flywheel side with a steel-backed organic facing on the pressure plate side. The result is a clutch that hooks hard under load yet remains smooth and predictable in stop-and-go traffic.

Why the hybrid configuration? Kevlar's coefficient of friction actually increases with temperature—meaning torque capacity goes up, not down, under hard use. It also resists burning and delivers exceptional longevity. Meanwhile, the steel-backed organic side provides the smooth modulation and forgiving engagement drivers expect on the street. This combination delivers more grip than a pure organic disc while maintaining better driveability than an all-Kevlar setup—the sweet spot for street performance and weekend track duty.

Every Superior clutch disc is hand-built in MDL's Caldwell, Idaho facility. Each disc goes through rigorous quality control—checked and double-checked for tolerances—before it ships. The 11" diaphragm pressure plate provides high clamping force without excessive pedal effort, and the sprung hub dampens engagement shock for chatter-free operation. Rated at 500 lb-ft, this kit is sized right for naturally aspirated and moderately boosted LS builds.

Fits GM LS engines paired with T56 or T56 Magnum transmissions using a 26-spline, 1-1/8" input shaft. Designed exclusively for hydraulic clutch actuation systems. Note: No throwout bearing or pilot bearing included—order separately based on your bellhousing and crankshaft configuration. Made in the USA with MDL's 1-year defect-free warranty and lifetime technical support.

What's Included

• 11" diaphragm pressure plate (LS bolt pattern)
• Superior clutch disc with Kevlar/steel-backed organic dual-friction facings
• Sprung hub design (26-spline x 1-1/8")
• 3/8" pressure plate bolts
• Clutch alignment tool
• Lifetime technical support

Note: No throwout bearing or pilot bearing included with this kit.

Superior 11" Kevlar Clutch Set | GM LS | 26-Spline T56/TKX

Key Features

• 550 lb-ft torque capacity for high-performance LS builds
• Kevlar/Kevlar friction surfaces deliver smooth engagement with superior heat tolerance
• 26-spline x 1-1/8" hub fits T56, Magnum, TR-6060, TKO and TKX transmissions
• Sprung hub design dampens drivetrain shock for improved drivability
• Diaphragm pressure plate with 12-5/8" equal bolt pattern
• Hand-assembled in-house with rigorous quality inspection before shipping
• Engineered for performance street driving and open track applications
• Made in the USA

Description

High-performance LS builds demand clutch systems that can handle serious power while maintaining streetability. The MDL Superior 11" Kevlar clutch set delivers exactly that balance—rated at 550 lb-ft of torque capacity with dual Kevlar friction surfaces that actually increase grip under hard use rather than fading like organic compounds. When heat builds during aggressive driving, Kevlar's coefficient of friction rises, giving you more holding power precisely when you need it most.

Unlike organic materials that lose torque capacity at elevated temperatures and can burn when slipped excessively, Kevlar resists wear significantly better and won't sustain permanent heat damage under demanding conditions. The sprung hub design absorbs drivetrain shock loads, delivering smooth engagement without the chatter common to solid-hub racing clutches. This combination makes the Superior series ideal for vehicles that split time between spirited street driving and open track days.

The diaphragm-style pressure plate provides progressive pedal feel with clamping force that actually increases over the life of the clutch—delivering lower pedal effort than Long-style pressure plates while maintaining consistent performance. The 12-5/8" equal bolt pattern matches standard GM LS flywheel configurations, and the 26-spline x 1-1/8" hub provides direct compatibility with T56 and T5 transmissions.

Every Superior clutch set is hand-assembled in MDL's facility, where each assembly undergoes rigorous inspection to ensure exacting tolerances and flawless operation before it ships. You receive a ready-to-install, precision-balanced clutch set backed by a 1-year free-from-defect warranty.

What's Included

• Diaphragm pressure plate with 12-5/8" equal bolt pattern
• 11" Kevlar/Kevlar clutch disc with 26-spline x 1-1/8" sprung hub
• Pilot bearing
• Clutch alignment tool
• Pressure plate bolt set
• Installation and break-in instructions
• 1-year free-from-defect warranty

Key Features

• 800hp torque capacity for serious street builds
• Twin organic friction discs (9.687" diameter) for smooth engagement
• 26-spline x 1-1/8" input shaft compatibility
• Universal fitment: GM V8 ('55-'85), BOP ('59-'79), Ford 11"/11.5"/12" Long patterns
• Sprung hub design absorbs driveline shock while maintaining engagement control
• Large red adapter ring (6911/6921 series) fits 168T GM, Ford 164T/176T/180T/184T, BOP 160T/166T flywheels
• Soft pedal effort with excellent release characteristics
• Diaphragm-style pressure plate for consistent clamp load

Description

The McLeod RST twin disc clutch delivers 800hp holding power in a street-friendly package--no harsh engagement, no leg-day pedal effort, no excuses. It's engineered for the enthusiast running serious power who still wants to daily-drive their build without fighting the clutch in traffic.

The twin organic friction discs provide the clamping force of a multi-disc setup while maintaining the smooth, progressive engagement characteristics you expect from a streetable clutch. Sprung hubs absorb driveline shock during aggressive launches, protecting the transmission input shaft while delivering precise pedal modulation. The diaphragm pressure plate maintains consistent clamp load across the RPM range with a lighter pedal feel than Borg & Beck designs.

McLeod's patented adapter ring system is the key to the RST's universal fitment. The large red adapter ring included with this kit bolts directly to large-diameter flywheels--Chevy 168-tooth, Ford 164T/176T/180T/184T, and BOP 160T/166T--eliminating the need for a dedicated flywheel. This covers GM V8 applications from '55-'85, Buick/Olds/Pontiac from '59-'79, and Ford 11"/11.5"/12" Long bolt patterns.

This clutch kit is designed for high-horsepower street use and is not intended for competition. For drag racing or sustained track use, step up to the RXT or RXT 1200 series. Pilot bushing and throwout bearing sold separately. Professional installation with proper flywheel resurfacing recommended. Backed by McLeod's 90-day limited warranty.

What's Included

• Diaphragm pressure plate assembly
• Two organic friction discs (9.687" diameter, 26-spline x 1-1/8", sprung hub)
• Floater plate
• Large red adapter ring for large-diameter flywheels
• Pilot alignment tool, (Pilot bushing sold separately)
• Installation instructions
• Lifetime technical support from MDL

Key Features

• 1,000 HP torque capacity - handles extreme horsepower while remaining street-driveable
• Two ceramic friction discs (9.687" diameter) with slightly aggressive engagement and soft pedal effort
• Solid hub design for maximum durability under high-torque loads
• Floater plate architecture for dual-disc holding power with excellent release characteristics
• 26-spline, 1-1/8" input shaft compatibility for T56, TKX, and similar transmissions
• McLeod patent-pending large diameter adapter ring - fits existing large-diameter flywheels without dedicated flywheel purchase
• Diaphragm-style pressure plate for lighter-than-stock pedal feel
• Compatible with multiple flywheel bolt patterns: 11" Long, 11-5/8" EQ, 11-5/12" Long, 12-3/8" EQ

Description

Street-legal performance cars are making more power than ever, and if you're rowing your own gears past the 500 HP mark, you need a clutch that can handle the abuse without sacrificing daily driveability. The McLeod RXT Twin Disc Clutch Kit solves the classic high-horsepower dilemma - massive holding power without the harsh engagement and heavy pedal effort that make twin-disc setups miserable in traffic.

Rated at 1,000 HP, the RXT uses two ceramic-faced 9.687" friction discs mounted to a solid hub, distributing clamping loads across four friction surfaces for superior heat dissipation and consistent engagement under hard launches. The ceramic facings provide slightly aggressive engagement - enough bite to transfer serious torque without the on/off grabbiness that plagues race-only clutches. The diaphragm-style pressure plate delivers lighter-than-stock pedal effort, making this a genuinely streetable setup for stop-and-go driving.

This economical kit uses McLeod's patent-pending large diameter adapter ring system, allowing you to retain your existing large-diameter flywheel rather than purchasing a dedicated unit. The large red adapter ring fits common big-flywheel applications including Chevy 168T, Ford 164T/176T/180T/184T, Chrysler 143T/172T, and Buick/Olds/Pontiac 160T/166T configurations. The 26-spline, 1-1/8" input shaft configuration matches T56, TKX, and other performance transmissions.

Compatible with 1955-85 Chevy V8 engines equipped with large diameter flywheels. Note: McLeod street performance clutches require a 500-750 mile break-in period of stop-and-go city driving (1,200-1,500 clutch cycles) before wide-open-throttle use or dyno tuning. This kit does not include a pilot bearing or throwout bearing. Made in the USA.

What's Included

• Diaphragm-style pressure plate
• Two ceramic friction discs (9.687" diameter, 26-spline, 1-1/8" hub)
• Solid hub assembly
• Steel floater plate
• McLeod patent-pending large diameter adapter ring
• Clutch alignment pilot tool
• Installation instructions with break-in procedure

Note: Pilot bearing and throwout bearing not included - inspect and replace as needed during installation.

Key Features

• 1,200 horsepower capacity for extreme street/strip builds
• Twin ceramic friction discs with slightly aggressive engagement and soft pedal effort
• Patent-pending large red adapter ring fits large-diameter flywheels including Chevy 168T
• 26-spline x 1-1/8" input shaft compatibility for aftermarket transmissions
• Diaphragm-style pressure plate for consistent clamping force
• Blanchard-ground floater plate with multiple straps reduces noise for streetability
• Economically priced kit without flywheel - uses your existing flat-style flywheel
• Made in the USA

Description

When you have pushed past 1,000 horsepower and still need to drive to the track, run hard, and drive home, the McLeod RXT 1200 delivers the holding power without the leg cramps. This twin-disc clutch handles up to 1,200 crank horsepower while maintaining a comfortable pedal feel that will not leave you massaging a charlie horse after a trip through downtown at rush hour.

The RXT 1200 features ceramic-lined clutch discs that provide slightly aggressive engagement with soft pedal effort. The higher clamp load compared to the standard RXT gives you the grip needed for serious power while the twin-disc design keeps rotating mass low for quick revs. The Blanchard-ground floater plate with multiple straps minimizes driveline noise - you may hear some feedback tones between 1200-1900 RPM, which is normal for twin-disc applications.

McLeod's patent-pending large red adapter ring system eliminates the need for a dedicated flywheel. The ring mounts to your existing large-diameter flat-style flywheel (Chevy 168T and similar) and provides the proper mounting surface for the twin-disc assembly. This adapter ring approach reduces cost while maintaining strength. Note: This kit requires a flat-style flywheel with a crank relief of 6.250" or less for proper fitment - it will not work with recessed or stepped flywheels.

Compatible with 1955-1985 Chevy V8 applications using transmissions with a 26-spline x 1-1/8" input shaft. Break-in requires 500-750 miles of stop-and-go city driving to properly seat the discs - actuate the clutch 1,200-1,500 times before any wide-open throttle driving. Pilot and throwout bearings sold separately. Backed by lifetime technical support from Modern Driveline.

What's Included

• Diaphragm pressure plate
• Two ceramic friction discs
• Blanchard-ground floater plate
• McLeod patent-pending large red adapter ring
• Pilot alignment tool
• Installation instructions
• Lifetime technical support

Note: Pilot bearing and throwout bearing not included. Flywheel not included - kit uses existing flat-style flywheel with adapter ring.

Key Features

• 850 lb-ft torque capacity with sprung-hub organic discs for smooth street engagement
• 246mm (9.7-inch) twin-disc design doubles clutch surface area versus single-disc units
• Precision-machined aluminum clutch cover shares technology with Tilton's OT-Series racing clutches
• Billet chromoly steel flywheel with integrated 153-tooth ring gear and 6-bolt crankshaft mounting
• Internally balanced for early Chevy small block and big block V8 engines
• High-mass pressure plate and floater plate machined from proprietary racing materials for superior heat capacity
• Heavy-duty straps attach plates to cover for noise reduction and clean clutch release
• 26-spline, 1-1/8-inch input shaft compatibility for TREMEC T56 Magnum and TKO transmissions
• Works with OEM release bearings—no hydraulic release bearing required
• Complete kit includes clutch bolts, flywheel bolts, and alignment tool

Description

When your small block or big block Chevy build demands serious torque capacity without sacrificing street manners, the Tilton ST-246 twin-disc clutch delivers. Rated at 850 lb-ft with its sprung-hub organic discs, this assembly provides the holding power of a race clutch with engagement smooth enough for daily driving. The sprung center hub dampens engine vibrations and reduces gearbox noise—critical for street applications where you want performance without the harshness of a solid-hub setup.

Unlike many performance clutches that bolt a floater plate onto an OEM-type stamped steel pressure plate, the ST-246 was engineered from the ground up as a true twin-disc clutch. The precision-machined aluminum clutch cover shares technology directly from Tilton's championship-winning OT-Series racing clutches, delivering superior strength, stiffness, and dynamic balance compared to stamped steel alternatives. The high-mass main pressure plate and floater plate—machined from the same proprietary materials used in Tilton's racing clutches—provide exceptional heat capacity and resist warpage under hard use. The floater plate runs twice the thickness of most competing twin-disc designs, which eliminates gear clatter and dramatically improves heat dissipation.

The billet chromoly steel flywheel features a precision register that locates the clutch for optimal balance of the entire assembly—a significant improvement over the loose-fitting bolts and dowels typical of stamped steel clutch setups. The integrated 153-tooth chromoly ring gear matches early Chevy starters and eliminates the failure point of separate ring gear assemblies. Internal balance configuration suits traditional small block and big block Chevy engines.

This kit fits TREMEC T56 Magnum and TKO transmissions with 26-spline, 1-1/8-inch input shafts. Compatible with OEM release bearings for straightforward installation. Since 1972, Tilton Engineering has supplied small-diameter racing clutches to championships in F1, NASCAR, IMSA, IndyCar, SCCA, Formula Drift, and SCORE—the ST-246 brings that same engineering to high-performance street applications.

Kit Includes

• Billet chromoly steel flywheel with integrated 153-tooth ring gear (internally balanced)
• Precision-machined aluminum pressure plate cover
• High-mass main pressure plate
• Strapped steel floater plate
• Two organic clutch discs with sprung center hubs (26-spline, 1-1/8-inch)
• Clutch mounting bolts
• Flywheel mounting bolts
• Clutch alignment tool

Note: Does not include pilot bushing or throwout bearing. Works with OEM release bearings.

Key Features

• 850 lb-ft torque capacity with sprung-hub organic discs for smooth street engagement
• 246mm (9.7-inch) twin-disc design reduces rotating mass and increases heat capacity over single-disc clutches
• Precision-machined aluminum clutch cover derived from Tilton's OT-Series racing clutch technology
• Double-thickness floater plate eliminates gear chatter and provides superior heat dissipation
• Billet chromoly flywheel with 153-tooth ring gear and precision clutch register for optimal balance [VERIFY: custom field shows 157-tooth]
• 26-spline, 1-1/8-inch input compatible with TREMEC T-56 Magnum and TKO transmissions
• Heavy-duty straps attach pressure plate and floater to minimize noise and ensure clean release
• Compatible with most OEM release bearings (C6 Corvette applications require Tilton 6000-Series HRB)
• Made in the USA by Tilton Engineering

Description

High-horsepower LS builds demand a clutch that won't slip, chatter, or fail under load. The Tilton ST-246 twin-disc clutch and flywheel assembly delivers 850 lb-ft of holding power while maintaining the smooth engagement characteristics you need for daily street duty. Unlike the stamped steel "performance" clutches flooding the market, the ST-246 was engineered from the ground up as a true twin-disc clutch—not an OEM pressure plate with a floater bolted on as an afterthought.

The precision-machined aluminum clutch cover shares technology directly from Tilton's championship-winning OT-Series racing clutches used in F1, NASCAR, IMSA, IndyCar, and Formula Drift. This design delivers superior strength, stiffness, and dynamic balance compared to stamped steel alternatives. The high-mass main pressure plate and floater plate are machined from proprietary materials used in Tilton's racing clutches, providing exceptional heat capacity and warpage resistance. The floater plate is twice the thickness of most competitor twin-disc clutches—this extra mass allows for the sprung hub design while eliminating gear chatter and improving heat dissipation during hard use.

The sprung-hub organic discs dampen engine vibrations and reduce transmission noise, delivering engagement characteristics you can live with in traffic. The included billet chromoly flywheel features a precision register that locates the clutch for optimal balance—a significant improvement over the loose-fitting bolts and dowels found on stamped steel clutch assemblies. Internal balance matches LS1, LS2, LS3, LS6, and LS7 engines with 6-bolt crankshaft flanges.

This kit works with most OEM hydraulic release bearings. C6 Corvette and Gen5 Camaro applications require a Tilton 6000-Series hydraulic release bearing (sold separately for this kit). Pilot bearing and throwout bearing are not included. Designed for TREMEC T-56 Magnum and TKO transmissions with 26-spline, 1-1/8-inch input shafts.

What's Included

• Billet chromoly steel flywheel with 153-tooth ring gear, internally balanced [VERIFY: custom field shows 157-tooth]
• Precision-machined aluminum clutch cover with OT-Series racing technology
• High-mass main pressure plate with heavy-duty attachment straps
• Double-thickness steel floater plate with heavy-duty attachment straps
• Two 246mm organic clutch discs with sprung hubs (26-spline, 1-1/8-inch)
• Flywheel mounting bolts
• Clutch cover mounting bolts
• Clutch alignment tool
• Installation instructions

Tilton ST-246 Twin-Disc Clutch Kit | GM LSA/LSX 8-Bolt | 850 lb-ft Organic

Key Features

• 850 lb-ft torque capacity with sprung-hub organic discs for smooth street engagement
• Precision-machined aluminum pressure plate cover - superior strength and balance vs. stamped steel OEM-style units
• Double-thick floater plate eliminates gear chatter and provides superior heat dissipation
• Billet chromoly flywheel with 153-tooth ring gear and precision register for optimal balance [VERIFY: Product data lists both 153-tooth and 168-tooth ring gear - confirm correct spec]
• Heavy-duty straps connect pressure plate and floater to minimize noise and ensure clean release
• 26-spline disc hub (26 x 1-1/8") - compatible with TREMEC T-56, TKO, and similar transmissions
• Internally balanced (zero-balance) flywheel for GM LSA/LSX 8-bolt crank flange
• Tilton HR throwout bearing included [VERIFY: Main description says included, custom field says not included - confirm kit contents]
• Engineered from 50+ years of Tilton racing clutch technology

Description

When your LSA or LSX build pushes beyond what factory clutches can handle, the Tilton ST-246 delivers race-proven holding power with street-friendly manners. Rated at 850 lb-ft of torque, this twin-disc assembly was engineered from the ground up as a true performance clutch - not an afterthought OEM stamped-steel cover with a floater plate tacked on. The precision-machined aluminum pressure plate cover shares technology directly from Tilton's championship-winning OT-Series racing clutches, providing superior strength, stiffness, and dynamic balance compared to the stamped steel alternatives.

The ST-246's secret weapon is its floater plate design - machined at twice the thickness of competing twin-disc clutches. This extra mass serves three critical functions: it allows the use of sprung-hub discs for smooth engagement, eliminates the gear chatter common in twin-disc setups, and provides significantly greater thermal capacity to resist warpage under hard use. Heavy-duty straps connect the pressure plate and floater to the cover, minimizing noise and delivering a clean, predictable release.

The organic friction discs feature sprung center hubs that dampen engine vibrations and reduce gearbox noise - essential for a streetable driving experience. The billet chromoly flywheel includes an integrated ring gear and a precision register bore that locates the clutch assembly perfectly, eliminating the loose-fitting bolts and dowel pins that create imbalance in lesser setups. This kit is designed specifically for GM LSA and LSX engines with 8-bolt crankshaft flanges and mates to 26-spline input shaft transmissions including TREMEC T-56 and TKO variants.

Since 1972, Tilton Engineering has supplied championship-winning clutches to the highest levels of motorsport - F1, NASCAR, IMSA, IndyCar, SCCA, Formula Drift, and SCORE. The ST-246 brings that proven expertise to the high-performance street market at a competitive price point.

What's Included

• Precision-machined aluminum clutch cover assembly with heavy-duty straps
• High-mass pressure plate machined from proprietary racing clutch materials
• Double-thick steel floater plate
• Two organic friction discs with sprung center hubs (26 x 1-1/8" spline)
• Billet chromoly steel flywheel with integrated ring gear (internally balanced for 8-bolt LSA/LSX)
• Clutch alignment tool
• Flywheel bolts
• Clutch cover bolts
• Tilton HR throwout bearing [VERIFY: Confirm if throwout bearing is included or not]
• Installation instructions

Note: Pilot bearing not included.

Key Features

• Solid-hub cerametallic discs rated for 1250 lb-ft of torque - delivers race-proven strength for street/strip use
• Precision-machined aluminum clutch cover - higher strength, stiffness, and better dynamic balance than OE-type stamped steel covers
• Floater plate twice the thickness of most twin-disc clutches - enables solid-hub design, eliminates gear clatter, and provides superior heat dissipation
• Billet chromoly flywheel with integrated 168-tooth ring gear - reduces rotating mass while delivering long-term durability
• High-mass pressure plates machined from proprietary racing materials - provides exceptional heat capacity and resists warpage
• 246mm (9.7") disc diameter with 26-spline x 1-1/8" input - direct fit for TREMEC T56 and TKO transmissions
• Heavy-duty straps attach plates to cover - minimize noise and provide clean clutch release
• Compatible with most OEM release bearings

Description

High-output LS engines demand more than stamped steel clutches can deliver. The Tilton ST-246 solves the torque capacity problem without sacrificing streetability. Unlike many performance clutches on the market, ST-246 clutches were designed from the ground up as a true performance twin-disc clutch - not an OEM-type stamped steel pressure plate with a floater added. This complete assembly delivers racing technology in a package engineered specifically for street/strip use.

The aluminum clutch cover shares technology from Tilton's championship-winning line of OT-Series racing clutches, providing superior strength and balance compared to stamped steel alternatives. The ultra-thick floater plate design enables the solid-hub cerametallic discs to handle extreme torque loads while eliminating the gear rattle common with thinner designs. Proprietary pressure plate materials deliver exceptional heat dissipation - critical for repeated hard launches and track use.

The billet chromoly flywheel features a precision register system that ensures optimal clutch positioning and balance, eliminating the loose-fitting bolt patterns that plague lesser designs. The integrated 168-tooth ring gear reduces weight compared to separate press-fit rings while maintaining the strength needed for high-RPM operation. Since 1972, Tilton Engineering has been the leading supplier of small-diameter racing clutches, with championships in F1, NASCAR, IMSA, IndyCar, SCCA, Formula Drift, and SCORE.

Designed for Chevy LS1, LS2, LS3, LS6, and LS7 engines with 6-bolt crank flanges. The 26-spline x 1-1/8" hub pattern provides direct compatibility with TREMEC T56 and TKO transmissions. Can be used with most OEM release bearings. Pilot bearing and throwout bearing not included.

What's Included

• Precision-machined aluminum clutch cover assembly
• High-mass pressure plate with proprietary racing material construction
• Ultra-thick floater plate with heavy-duty mounting straps
• Two 246mm solid-hub cerametallic friction discs
• Billet chromoly flywheel with integrated 168-tooth ring gear
• Flywheel mounting bolts
• Clutch mounting hardware
• Alignment tool
• Installation instructions

Key Features

• 1,250 lb-ft torque capacity with solid-hub cerametallic discs - built for serious street/strip power
• 246mm (9.7") disc diameter provides superior heat dissipation and clamping force
• Precision-machined aluminum clutch cover - higher strength and stiffness than stamped steel OEM designs
• Billet chromoly steel flywheel with integrated 168-tooth ring gear and precision clutch register
• Floater plate twice the thickness of most competitors - eliminates gear chatter and dramatically improves heat capacity
• Heavy-duty straps connect pressure plate and floater to cover - minimizes noise, provides clean release
• 26-spline x 1-1/8" input shaft compatibility - direct fit for TREMEC T56, TKO, TKX, and Magnum transmissions
• 8-bolt crank flange pattern for LSA, LSX, LT1, and LT4 engines
• Complete assembly weight: 46.4 lbs

Description

When you're pushing serious power through an LSX or LT4 engine, clutch failure isn't an option. The Tilton ST-246 was engineered from the ground up as a true performance twin-disc clutch - not an OEM-type stamped steel pressure plate with a floater tacked on as an afterthought. This is race-derived technology built for the street, drawing on Tilton's nearly 50 years of championship-winning experience in F1, NASCAR, IMSA, IndyCar, and Formula Drift.

The engineering details set the ST-246 apart. The precision-machined aluminum clutch cover shares technology with Tilton's OT-Series racing clutches, delivering higher strength, better stiffness, and superior dynamic balance compared to stamped steel competitors. The high-mass pressure plate and floater plate are machined from the same proprietary materials used in Tilton's racing clutches, providing exceptional heat capacity and warp resistance. That floater plate runs twice the thickness of typical twin-disc setups - this eliminates gear chatter and provides dramatically better heat dissipation under hard use.

This specific kit features solid-hub cerametallic discs rated for 1,250 lb-ft of torque, delivering the positive, precise engagement characteristics needed for street/strip applications. The billet chromoly steel flywheel includes an integrated 168-tooth ring gear and precision register system that provides optimal clutch-to-flywheel balance - no loose-fitting bolts or dowels like stamped steel units. Heavy-duty straps connect the plates to the cover, minimizing noise while ensuring fast, clean releases between shifts.

Designed for Chevy LSA, LSX, LT1, and LT4 engines with 8-bolt crank flange patterns. Compatible with TREMEC T56, TKO, TKX, and Magnum transmissions via the 26-spline x 1-1/8" input shaft. This assembly does not include a pilot bearing or throwout bearing - it can be used with most OEM release bearings, or pair it with a Tilton 6000-Series hydraulic release bearing for optimal performance.

Kit Includes

• Billet chromoly steel flywheel with integrated 168-tooth ring gear (internally balanced)
• Precision-machined aluminum clutch cover
• High-mass pressure plate (proprietary racing materials)
• Heavy-duty floater plate (2x thickness vs. competitors)
• Two cerametallic clutch discs with solid-hub centers (26-spline x 1-1/8")
• Heavy-duty connecting straps
• Clutch mounting bolts
• Flywheel mounting bolts
• Spline grease
• Alignment tool
• Lifetime technical support from MDL

Note: Pilot bearing and throwout bearing not included.

Key Features

• 1.094" outside diameter x 0.590" inside diameter - precision-sized for Chevy small block, big block, and GM Gen 6 V8 crankshafts
• 0.500" width for proper crankshaft engagement depth
• Oilite bronze construction - sintered bronze impregnated with oil for self-lubrication throughout service life
• No external greasing required - grease actually seals the pores and reduces lubrication effectiveness
• OEM-specification dimensions ensure proper fit and transmission input shaft support
• Essential for manual transmission swaps using motor mounts or torque plates between engine and bellhousing

Description

A worn or incorrectly sized pilot bushing causes input shaft wobble, accelerates clutch disc wear, and can damage transmission internals. This heavy-duty Oilite bronze pilot bushing provides the precise crankshaft-to-input shaft alignment your Chevy V8 drivetrain demands. The 1.094" OD and 0.590" ID dimensions match OEM specifications for small block, big block, and GM Gen 6 engines originally equipped for manual transmission use.

Unlike standard bronze bushings that require periodic lubrication, this bushing is manufactured from sintered Oilite bronze - a porous material impregnated with oil during production. As the transmission input shaft rotates and generates heat, oil seeps from the microscopic pores to create a continuous lubricating film. When the shaft stops, the bushing reabsorbs the oil. This self-lubricating design eliminates the need for grease application, which actually seals the pores and defeats the purpose of the oil-impregnated construction.

Use this pilot bushing when your drivetrain setup includes motor mounts or torque plates between the engine and bellhousing. The 0.500" width provides proper engagement depth in the crankshaft bore while fully supporting the transmission input shaft snout. For easiest installation, freeze the bushing before pressing it into the crankshaft pilot bore - the thermal contraction eases the interference fit. To remove an old bushing, pack the center cavity with bread and drive out with a punch; this method is far less messy than the traditional grease-pack approach.

This is a wear item that should be replaced with every clutch service, even if it appears serviceable. A fresh bushing costs far less than the transmission teardown required to fix damage from a worn pilot support.

What's Included

• (1) Oilite bronze pilot bushing, oil-impregnated
• Dimensions: 1.094" OD x 0.590" ID x 0.500" width

Key Features

• Reproduction pedal pad built to original GM specifications
• Works for both clutch and non-power brake pedal applications
• Grooved surface pattern matches factory design for authentic appearance and positive grip
• Direct replacement -- mounts using original hardware
• Fits 1955-1957 Bel Air, 210, 150, and Corvette

Description

After decades of use, your Tri-Five's original pedal pad is cracked, worn smooth, or missing entirely. This is more than a cosmetic issue -- a deteriorated pad creates an unsafe contact point between your foot and the pedal, compromising control during hard braking or clutch engagement when it matters most.

This reproduction pedal pad restores factory appearance and function to your 1955-1957 Chevrolet. Built to original GM specifications, it features the correct grooved surface pattern that delivers authentic pedal feel and reliable foot placement. The same pad design works for both clutch and brake pedals in non-power brake applications, making it a universal solution for standard brake setups.

Installation is straightforward -- this reproduction mounts exactly like the original using your existing hardware, with no modifications required. Whether you're restoring a Bel Air, 210, 150, or Corvette to factory-correct condition or simply need a functional replacement for a worn-out original, this pad delivers the grip and durability your classic deserves.

What's Included

• One reproduction clutch/brake pedal pad with grooved surface

MDL LF Series 55-57 Bel Air/210/150 Hydraulic Clutch Master Kit | .700 Bore | Integral Reservoir

Upgrading to a hydraulic clutch in your 1955-1957 Chevy Tri-5 can be viewed as a daunting task. Sourcing the correct master cylinder for your car, how do you connect it to the pedal? Do I have enough pedal stroke to release the clutch? All of these questions are solved with the MDL LF Series Master Cylinder Kit. This master cylinder kit features everything you need to retrofit hydraulics into your classic car. One of the big problems with this generation of vehicle, is the thickness of the firewall sheet metal. From GM, the firewall is very thin causing the firewall to flex as you are pressing the clutch pedal. Our design features a support bracket that strengthens the firewall creating a secure, flex free mounting point for the master cylinder. The direct to pedal .700 bore and 1.4" stroke generates enough fluid volume to support most aftermarket external or internal slave systems and provides a smooth, light pedal feel. The integral reservoir keeps your firewall clean and makes installation a breeze. Each kit comes complete with everything you need to install including our unique One-Man-Bleeder Kit and comprehensive instructions. If you are looking to elevate the performance of your classic Tri-5, look no further than the Modern Driveline LF Series Clutch Master Cylinder Kit.

FEATURES AND BENEFITS:

• Maintains stock clutch pedal pivot point for a stock pedal feel
• Optimizes full pedal stroke for better control of the clutch.
• Works with existing industry slave cylinders and hydraulic release bearings
• All mounting hardware, brackets, and installation instructions.
• Features an integral reservoir.
• Made in the USA

IMPORTANT NOTE:

• This kit relies on the factory components to be in good working order, any modifications or damage to the firewall, pedal, or pedal hanger will affect master cylinder performance.

LF Series GM LS CSC Bearing | T56/Magnum Low-Clearance | Braided Lines

Key Features

• Eliminates quick-disconnect clearance issues in tight transmission tunnels
• Flexible stainless steel braided lines replace rigid quick-disconnect fittings
• Remote bleed port provides easy access for system maintenance
• -4AN fittings with stainless steel braid construction
• Coupled lines stay tidy and secure during installation and operation
• Bolt-on mounting directly to T56/Magnum CSC provisions
• Fits GM LS T56, Magnum, and Super Magnum six-speed transmissions

Description

When installing a TREMEC T56 or Magnum six-speed behind an LS engine, the standard GM CSC bearing with its quick-disconnect fitting often creates clearance nightmares. The rigid quick-disconnect protrudes from the bellhousing and frequently interferes with transmission tunnel walls, forcing builders into costly bodywork or frustrating component relocation.

Modern Driveline took the ever-popular GM LS CSC bearing and made it better. This low-clearance design eliminates the problematic quick-disconnect entirely, replacing it with flexible stainless steel braided lines that bend and route around obstacles. The flexible lines allow the braided assembly to make the turn out of the bellhousing without tunnel interference, while maintaining full hydraulic functionality and OE-quality clutch release performance.

The braided lines feature -4AN fittings and stainless steel construction for durability and consistent pedal feel. The remote bleed line provides easy access to the vent/bleed port, eliminating the need to access tight bellhousing areas during system bleeding and maintenance. The coupled line design keeps both supply and bleed lines organized and secure during installation and operation.

Compatible with GM LS engines paired with T56, Magnum, or Super Magnum six-speed transmissions. The bolt-on design mounts directly to the transmission's CSC mounting provisions using OE-spec hardware.

What's Included

• OE-style hydraulic release bearing with low-clearance design
• Stainless steel braided supply line with -4AN fittings
• Stainless steel braided bleed line with -4AN fittings
• Line coupling hardware for secure routing
• Installation instructions

Key Features

• Billet aluminum body and piston precision-machined in-house at Tilton for race-proven street reliability
• Nearly 1.25 inches of height adjustment via stainless steel threaded sleeve - accommodates wide variety of clutch setups
• Adjustable bearing height from 1.77 inches to 3.00 inches covers most performance applications
• Full 0.700 inches of piston travel (0.450 inches typical) for complete clutch disengagement
• High-temperature mono-seal design with quad tensioner ensures proper seal tension and maximum reliability
• Dual -4AN stainless steel braided supply and bleed lines - stable pedal feel with easy bleeding access
• Direct bolt-on replacement for OE CSC mounting point on T56/Magnum front plate - no modifications required
• High-quality flat face bearing with 1.71-inch to 3.03-inch contact diameter fits most 8.5-11 inch bent-finger and lever-type clutches
• Constant-contact design self-adjusts for clutch wear and maintains consistent pedal feel throughout clutch life

Description

OEM concentric slave cylinders in GM T56 applications are notorious for heat-related failures and inconsistent pedal feel under hard use. The MD-900-2505-A solves these problems with Tilton's race-proven 6000-Series hydraulic release bearing technology, packaged as a complete bolt-on kit for GM T56, Magnum, and Magnum XL six-speed transmissions.

The engineering starts with a billet aluminum body and piston, precision-machined at Tilton's California facility. Unlike plastic-bodied OEM units that distort under heat cycling, the all-metal construction maintains tight tolerances even in demanding conditions. The high-temperature mono-seal design incorporates a quad tensioner to maintain proper seal loading - critical for consistent hydraulic pressure and long service life. This constant-contact bearing self-adjusts as your clutch wears, eliminating the need for periodic adjustment and maintaining the same pedal feel throughout the clutch's lifespan.

Installation leverages the OE CSC mounting feature on the T56/Magnum front plate, so this kit bolts directly in place of your factory hydraulic release bearing. The stainless steel threaded sleeve provides nearly 1.25 inches of height adjustability (1.77 to 3.00 inches total bearing height), accommodating everything from stock replacement clutches to aggressive racing setups. The full 0.700 inches of piston travel handles even high-clamp-load pressure plates. Dual braided stainless lines with swivel fittings provide both supply and dedicated bleed access, making system bleeding and maintenance straightforward.

Compatible with GM LS T56 and Magnum six-speed transmissions to replace the stock CSC. Also fits 2005-10 Mustang with T5/TR3650, 2007-14 Shelby GT500 TR6060, and 2011+ Mustang with MT-82/GT350 3160. The flat face bearing suits most 8.5 to 11-inch bent-finger and lever-type clutches. This is a complete kit - with MDL, there are no extras to buy.

What's Included

• Tilton 6000-Series billet aluminum hydraulic release bearing assembly
• Bolt-on adjustment mounting base with stainless steel threaded sleeve
• -4AN stainless steel braided supply line
• -4AN stainless steel braided bleed line
• Union fitting for main supply line connection
• Anti-rotation bolt
• High-strength transmission retainer bolt
• Complete installation instructions

Key Features

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

Description

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

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

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

What's Included

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

Key Features

• Engraved 6-speed shift pattern in contrasting color for instant gear identification
• 1-7/8" diameter -- the classic size that balances palm-filling grip with precise shifts
• Solid high-gloss, high-strength plastic construction for durability and authentic muscle car appearance
• 3/8"-16 coarse thread specification -- fits aftermarket Hurst shifters and compatible applications
• Molded-in brass thread insert eliminates wobble and ensures secure, rattle-free mounting
• Includes jam nut for locked-down installation
• Matches the look and feel of classic knobs used in the muscle car era

Description

Swap out that tired factory knob for the shifter ball that's been the performance standard for over five decades. When you glance into a serious build and see a chrome stick topped with a white cue ball, you know instantly that the driver takes performance seriously. This isn't nostalgia for its own sake -- it's about installing the same proven design that earned its reputation in the golden age of American muscle.

The molded-in brass thread insert is the key to eliminating the wobble and play that plagues cheap knock-offs. That solid connection to your shifter lever translates directly to more precise, confident shifts. The 1-7/8" diameter sits naturally in your palm -- large enough for positive grip, compact enough for rapid gear changes without fumbling. The high-gloss white finish and engraved shift pattern provide a clean, classic look that pairs perfectly with chrome shifter sticks.

Through careful engineering and high-quality materials. The 3/8"-16 thread specification fits aftermarket Hurst chrome shifter sticks and other compatible applications. Note: This thread pitch is not compatible with modern OEM metric applications or pre-1975 Hurst shifters (which used 3/8"-24 fine threads -- verify your shifter's thread specification before ordering).

What's Included

• White 6-speed shift ball with engraved pattern (1-7/8" diameter)
• Molded-in brass thread insert (3/8"-16)
• Jam nut for secure installation

Key Features

• 1-7/8" diameter for optimal grip and precise shift control
• High-gloss, high-strength polymer resin construction
• Molded-in brass thread insert for long-term durability under hard shifts
• Engraved inlaid 6-speed shift pattern with upper-right reverse
• 3/8"-16 coarse thread fits most Hurst chrome shifter sticks
• Jam nut included for secure installation
• Temperature-stable material — won't heat-soak like bare metal knobs

Description

One glance at that chrome stick and classic ball knob tells everyone in the car that you mean business. This black 6-speed version delivers the same iconic feel with a more subdued appearance while maintaining Hurst's commitment to precision shifting.

The 1-7/8" diameter has been refined through decades of real-world use to hit the ideal balance between a satisfying, substantial feel and quick, precise shift control. The high-gloss, high-strength polymer construction is a deliberate engineering choice, not a budget compromise. Polymer doesn't heat-soak the way bare metal does — anyone who has grabbed a polished aluminum knob after the car has been sitting in a summer parking lot knows the exact burn. The Hurst ball stays at a manageable temperature in hot weather and doesn't become an ice cube in winter. It's a practical choice wrapped in a beautiful package.

The molded-in brass thread insert ensures the threads hold up under real driving forces — the torque of a hard shift, vibration from a performance engine, and years of daily use without degrading. Plastic threads, by contrast, eventually strip out. Hurst doesn't cut corners here, and that investment in quality shows up in the long-term ownership experience. The 3/8"-16 thread size is the standard coarse-thread specification used on the vast majority of Hurst aftermarket chrome shifter sticks.

Through careful engineering and by using only high-quality components, Hurst shift levers and shift balls complete your vehicle's look — all backed by the history, heritage, and knowledge that Hurst has acquired over half a century of shifter design.

What's Included

• Black 6-speed shift ball with engraved shift pattern (1-7/8" diameter)
• Molded-in brass thread insert (3/8"-16)
• Jam nut for secure installation

Key Features

• 1-7/8" knob diameter with ergonomic spherical design for comfortable, fatigue-free shifting
• High-gloss, high-strength polymer construction built to handle performance driving heat and stress
• Correct 6-speed shift pattern with reverse located to the right and up - matches TREMEC T56 transmissions
• Engraved inlaid shift pattern for clear visibility that won't wear off
• MDL logo prominently displayed on the side
• 3/8"-16 thread pattern with molded-in brass threaded insert prevents galling
• Jam nut included for secure, vibration-proof installation
• 16mm thread reducers included for expanded shifter compatibility

Description

The factory shift knob in your manual transmission rarely delivers the tactile feedback and visual presence a performance build deserves. This MDL-branded 6-speed shift ball delivers both - a properly weighted, ergonomic design paired with the correct shift pattern for TREMEC T56 applications. The 1-7/8" diameter fills your palm for confident, positive shifts without the slop or uncertainty of undersized factory knobs.

Built from solid high-gloss, high-strength polymer, this shift ball handles the temperature swings and mechanical stress of spirited driving without cracking, fading, or softening. The engraved inlaid shift pattern shows reverse positioned to the right and up - the correct layout for 2003-2004 Cobra, 2007-2014 GT500, and any Mustang running an aftermarket TREMEC T56 transmission. Unlike printed or stickered patterns, the engraved inlay won't wear away from years of palm contact.

The molded-in brass threaded insert accepts the 3/8"-16 thread pattern common to most aftermarket performance shifters. Brass eliminates the aluminum-on-aluminum thread galling that plagues cheaper shift knobs, and the included jam nut locks the ball in place so it won't back off under vibration during hard use. The included 16mm thread reducers expand compatibility to metric-threaded shifter applications.

Note: This shift ball requires a shifter or shift handle with a 3/8"-16 thread pattern. It will not fit stock Ford shifters from 2007-2010 Mustangs, which use different thread patterns.

What's Included

• 6-speed black shift ball with MDL logo
• Molded-in brass threaded insert (3/8"-16)
• Jam nut for secure installation
• 16mm thread reducing inserts

Key Features

• Premium black polymer resin construction formulated for performance-level torque and temperature requirements
• White 6-speed shift pattern embedded subsurface - cannot wear off
• Universal 16mm x 1.5 internal thread accepts standard thread reducers (sold separately)
• 2-1/8" diameter provides comfortable grip and positive control
• High-impact polymer resin resists cracking and fading under extreme conditions
• Made in the USA by a manufacturer with over 70 years of shift knob expertise

Description

Shift knobs with painted or surface-applied graphics eventually fade, peel, and look worn out. This 6-speed black shift ball solves that problem with subsurface graphics that are embedded during manufacturing - the white shift pattern literally cannot wear off, no matter how many miles you put on it or how aggressively you shift.

The specially formulated high-impact polymer resin handles serious abuse. Unlike cheap plastic knobs that crack under temperature extremes or hard use, this material is engineered specifically for performance applications where torque loads and heat cycling push lesser materials past their limits. The 2-1/8" diameter strikes the right balance between palm-filling grip and nimble throws during spirited driving.

Designed with a universal 16mm x 1.5 internal thread, this shift ball works with Ford, GM/Chevy, and Mopar applications when paired with the appropriate thread reducer. Standard SAE sizes like 1/2"-20, 3/8"-16, and 7/16"-20, plus metric options from 8mm to 12mm, are all compatible with readily available brass thread adapters. If you're unsure what thread size is on your shift lever, MDL's tech team can help you identify the correct reducer - just call 208-453-9800.

Built in the USA by a manufacturer that has been shifting gears since 1952, this shift ball delivers the quality, precision, and durability that OEM, aftermarket, and custom builders have relied on for over seven decades.

What's Included

• (1) Black polymer resin shift ball with white 6-speed pattern
• 16mm x 1.5 internal thread (thread reducers sold separately)

Key Features

• 2-1/8" diameter for confident palm grip during aggressive shifting
• Clearly engraved 6-speed shift pattern for instant gear identification
• 16mm x 1.5 internal thread accepts MDL thread reducing inserts for universal fitment
• No push-button lockout for unrestricted, direct engagement
• Black finish complements classic and modern interiors

Description

Transmission swaps and shifter upgrades often leave you with a mismatch between your shift ball and your new lever's thread pitch. This 6-speed shift ball solves that problem with a 16mm x 1.5 internal thread that accepts MDL's complete line of thread reducing inserts. Whether you're adapting to Hurst's 3/8"-16 threads, Ford OE's 1/2"-20 threads, or metric pitches like 10mm-1.50 found on '83-'04 Mustang levers, one shift ball works across multiple builds.

The 2-1/8" diameter provides a substantial palm grip that gives you positive control during high-RPM shifts without feeling oversized. A clearly engraved 6-speed pattern keeps gear selection instinctive when you're focused on the track or the road ahead. Unlike push-button equipped balls that require an extra step to access reverse, this design offers unrestricted operation for drivers who prefer direct engagement.

The black finish offers a clean, understated look that works equally well in restored muscle cars and modern performance builds. Thread reducing inserts are sold separately, allowing you to select the exact thread pitch your shifter requires.

What's Included

• 6-speed pattern shift ball in black finish
• 2-1/8" diameter with 16mm x 1.5 internal threads

Note: Thread reducing inserts sold separately. See MDL thread reducer listings for available sizes including 3/8"-16, 3/8"-24, 1/2"-20, 8mm-1.25, 9mm-1.25, 10mm-1.50, 12mm-1.25, and 12mm-1.75.

Key Features

• 1-7/8" diameter high-gloss white shift ball with engraved 6-speed pattern
• Correct TREMEC T56 shift pattern: reverse to the right and up
• 3/8"-16 thread pattern with molded-in brass insert for durability
• High-strength polymer resin construction with MDL logo
• Includes jam nut for secure, rattle-free installation
• Made in the USA

Description

This white shift ball delivers the classic muscle car aesthetic that defined an era of American performance. The 1-7/8" diameter knob features high-gloss, high-strength polymer resin construction with the MDL logo—instantly recognizable to anyone who takes their drivetrain seriously.

The engraved inlaid shift pattern displays the correct 6-speed layout with reverse to the right and up, specifically designed for TREMEC T56 transmissions. This includes factory applications like 2003-2004 Cobras, 2007-2014 GT500s, and any Mustang running an aftermarket TREMEC T56. The contrasting engraved pattern provides clear visual reference during spirited driving.

Engineering details matter here: a molded-in brass thread insert ensures the 3/8"-16 threads won't strip or wear over time. Important fitment note—this knob requires a shifter or shift handle with 3/8"-16 threading. It will not fit stock shifters found in 2007-2010 Mustangs. You must have a Hurst shifter or compatible aftermarket handle that accepts this thread pattern.

The included jam nut locks the knob in position, eliminating loosening during hard shifts. Proudly made in the USA.

Kit Includes

• White high-gloss polymer resin shift ball with MDL logo
• Molded-in brass thread insert (3/8"-16)
• Jam nut

Key Features

• Subsurface 6-speed shift pattern permanently integrated into material - graphics cannot wear off, fade, or peel
• High-impact polymer resin engineered specifically for performance-level torque and temperature demands
• Universal 16mm x 1.5 internal threading accepts thread reducers for compatibility with virtually any shift lever
• 1-7/8" diameter provides substantial grip surface for positive engagement [VERIFY: Custom field shows 2-1/8in while description states 1-7/8in]
• Clean white finish with bold black 6-speed pattern graphics
• Made in the USA by a manufacturer producing shift knobs since 1952

Description

Put the correct gate positions right at your fingertips with this 6-speed shift knob. Whether you're learning a new transmission layout or making split-second shifts under pressure, the bold black shift pattern gives you instant visual reference without taking your eyes off the road. The graphics aren't a decal or printed surface - they're applied subsurface during manufacturing, making them permanently integrated into the knob material where they cannot wear off, fade, or peel regardless of use.

The polymer construction is engineered specifically for drivetrain duty. This specially formulated high-impact polymer resin is designed to meet performance-level torque and temperature requirements, handling the stress and heat cycles that come with hard shifting better than cheaper materials. The 1-7/8in diameter provides substantial surface area for a secure grip without being oversized or bulky.

Universal 16mm x 1.5 internal threading makes this knob compatible with virtually any shift lever when paired with the appropriate thread reducer (sold separately). Thread reducers allow adaptation to common metric sizes like 8mm, 10mm, and 12mm, as well as SAE thread pitches found on domestic Ford, GM, and Mopar applications. If you're unsure what thread size your shift lever uses, MDL's tech support can help you identify the correct adapter.

Manufactured in the USA by a company that's been producing quality shift knobs since 1952. Their commitment to quality, precision, and style has made them a trusted supplier to OEM, aftermarket, Classic, Custom, and Hot Rod industries. Compatible with Chevy, BOP (Buick/Oldsmobile/Pontiac), Ford, and Mopar transmissions when used with the appropriate thread reducer for your specific shift lever.

What's Included

• 1 white polymer shift knob with black 6-speed pattern
• 16mm x 1.5 female threading (thread reducer sold separately if needed)

Key Features

• Premium high-impact polymer resin engineered for performance-level torque and temperature demands
• Crisp black 6-speed shift pattern with subsurface graphics that cannot wear off
• 2-1/8 inch diameter provides comfortable, positive grip
• Industry-standard 16mm thread with adapters available for most shift levers
• MDL logo branding on side panel
• Made in the USA by a manufacturer with over 70 years of shift knob expertise

Description

Clean up your 6-speed interior with this premium white shift ball featuring a crisp black shift pattern and MDL logo. Built from specially formulated high-impact polymer resin, this shift knob is engineered specifically to meet performance-level torque and temperature requirements - it won't crack, fade, or degrade under hard use or extreme cabin temperatures.

The black 6-speed shift pattern graphics are applied subsurface during manufacturing, meaning they're embedded within the material itself and cannot wear off regardless of how many miles you log. The 2-1/8 inch diameter provides a comfortable, positive grip that reduces hand fatigue during spirited driving while giving you confident control over every shift.

The 16mm thread pitch is the industry standard for aftermarket shift knobs, providing broad compatibility across applications. MDL stocks thread adapters for most shift lever configurations - just know your shift lever's thread size when ordering so we can recommend the correct adapter if needed. Perfect for Ford, Chevy, BOP, and Mopar 6-speed applications.

This shift ball comes from a manufacturer that has been shifting gears since 1952. Their commitment to quality, precision, and style has made them a leading supplier to OEM, aftermarket, classic, custom, and hot rod industries - and that's exactly why MDL is proud to carry their products. Made in the USA.

What's Included

• One white polymer shift ball with black 6-speed pattern
• MDL logo on side panel
• Subsurface graphics that will not wear off
• 16mm thread (adapters sold separately as needed)
• Lifetime technical support: 208-453-9800

Key Features

• Side-mounted push lock-out button prevents accidental reverse engagement
• High-impact polymer resin construction for durability under performance use
• 2-1/8" diameter with crisp black 6-speed shift pattern
• Universal 16mm x 1.50 thread pitch - requires thread reducing adapter for most applications
• Subsurface graphics resist wear and fading
• Made in the USA

Description

Eliminate accidental reverse engagement with this precision-engineered 6-speed shift ball featuring an integrated side-mounted push lock-out mechanism. The button requires deliberate activation to access reverse gear, preventing costly transmission damage during aggressive driving or high-stress shifting situations where a missed gate could spell disaster.

Constructed from high-impact polymer resin formulated for automotive performance applications, this shift ball delivers the durability needed for both track days and daily street driving. The 2-1/8" diameter provides an optimal grip size for quick, positive shifts, while the white finish with black 6-speed pattern offers a clean, classic look. The shift pattern graphics are embedded below the surface finish, ensuring they remain crisp and legible through years of hard use.

The universal 16mm x 1.50 thread pitch accommodates most manual transmission shifters when paired with the appropriate thread reducing adapter (sold separately). Compatible with Ford, GM/Chevy, and Mopar applications when used with the correct reducer for your specific shifter thread. Contact MDL at 208-453-9800 if you need help identifying the right adapter for your build.

What's Included

• 6-speed white polymer resin shift ball with side-mounted push lock-out
• 16mm x 1.50 threaded brass insert
• Jam nut for pattern orientation

Note: Thread reducing adapter required for most applications - sold separately.

Key Features

• Side-mounted push button lock-out prevents accidental reverse engagement during aggressive shifting
• 2-1/8 inch diameter polymer resin construction with black finish
• 16mm x 1.5 thread pitch - industry standard that accepts thread reducers for universal fitment
• Six-speed shift pattern for modern TREMEC and other 6-speed applications
• Made in the USA

Description

Anyone who has accidentally slotted reverse while reaching for fifth or sixth knows the sickening crunch that follows. This 6-speed shift ball eliminates that risk with a side-mounted push button lock-out that requires deliberate thumb action before reverse can be engaged - protecting your synchros and ring gear during spirited driving or track sessions.

The 2-1/8 inch diameter provides a substantial palm fill for confident, positive shifts, while the polymer resin construction resists heat absorption during extended driving. The black finish complements most performance interiors and stands up to years of hard use without showing wear.

This shift ball features a 16mm x 1.5 internal thread - the industry standard used by most aftermarket knobs. Since shift levers come in a variety of thread pitches (3/8-16, 3/8-24, 7/16-20, 1/2-20, 12mm x 1.25, and others), thread reducers are required to match your specific shifter. MDL stocks thread adapters for common applications - contact technical support with your shift lever thread size for the correct adapter recommendation.

What's Included

• One 6-speed black polymer resin shift ball with engraved shift pattern
• Side-mounted push button reverse lock-out mechanism
• Lifetime MDL technical support

Note: Thread reducer/adapter required for installation - sold separately. Contact MDL with your shift lever thread size for adapter recommendations.

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

• Iconic Hurst round bar design with chrome-plated forged steel construction and "HURST" name stamped on stick
• 11.21-inch height with 3.75-inch setback - the classic OEM-style geometry originally supplied on factory Hurst-equipped muscle cars
• 3/8"-16 TPI thread accepts all Hurst shift knobs and T-handles
• Works with all Hurst two-bolt style shifter assemblies - ideal for 1969 Camaro, SS, RS, Z28, and Firebird builds
• Compatible with factory console installations and modern TREMEC TKX, TKO, and T56 Magnum transmissions
• 3/8" mounting holes on 7/8" spacing for secure two-bolt attachment

Description

This is the shift lever that defined an era. The Hurst chrome-plated round bar stick was the upper bolt-on stick originally supplied from Detroit factories for vehicles that were "Hurst Equipped." The chrome round bar design, bolt-on construction, Hurst logos, and white ball knob were the identifying features that signified a Hurst shifter was installed at the factory as original equipment. For years, these OEM round bar sticks were never sold to the general public - they were only available if you bought a vehicle optioned with a Hurst shifter from the dealer.

Now this OE-style stick is available directly from Hurst, with all the great features exactly as originally designed. Built from forged steel with high-quality chrome plating, this shift lever delivers the authentic look and durability that made Hurst "America's Number 1 Shifter Company." The iconic "HURST" name is stamped directly into the stick, providing the period-correct detail that separates genuine Hurst hardware from generic alternatives.

The 11.21-inch height with 3.75-inch setback creates the classic curved geometry that puts the shift knob exactly where it belongs for smooth, confident shifts. This lever is particularly popular for 1969 Camaro and Firebird builds, fitting factory console installations as well as period-correct Muncie 4-speed shifters. Modern builders will appreciate that it also works perfectly with TREMEC TKX, TKO, and T56 Magnum transmissions paired with Hurst-pattern shifter mechanisms.

The universal 3/8"-16 TPI thread accepts all Hurst shift knobs and T-handles, giving you complete control over the final appearance. Whether you're completing a concours-level restoration or building a restomod that honors classic muscle car heritage, this chrome round bar shift lever delivers the authentic Hurst experience.

What's Included

• One Hurst round bar shift lever (Part #5387438)
• Forged steel construction with chrome plating
• "HURST" logo stamped on lever
• 3/8"-16 TPI threaded tip for shift knobs

Key Features

• Direct bolt-on design for standard 2-bolt flange measuring 7/8-inch center to center
• 10-inch length billet aluminum construction with natural silver finish
• 3/8-16 thread for shift knob attachment with included jam nut
• Machined groove for secure boot attachment
• Machined billet steel mounting stud, drilled and countersunk for metric cap screws
• Manufacturer lifetime warranty
• Made in the USA

Description

Factory plastic shifter sticks flex under hard shifts and wear out over time, leaving you with a sloppy, imprecise feel that undermines the driving experience. This Lokar billet aluminum shift lever delivers the solid, precise feedback your manual transmission deserves. Direct bolt-on for TREMEC and Borg Warner manual transmissions, this lever fits stock and aftermarket 5- and 6-speed shifters without modification.

The 7/8-inch center-to-center 2-bolt flange ensures proper fitment on TREMEC T5, T45, TKO, and T56 Magnum transmissions. Billet aluminum construction eliminates flex while keeping weight down, and the machined groove provides a clean attachment point for your shifter boot. The machined billet steel mounting stud is drilled and countersunk to accept the included metric cap screws, giving you a professional installation that eliminates the loose feel of worn factory parts.

At 10 inches, this lever provides optimal reach and leverage for confident gear changes. The 3/8-16 thread at the top accepts most aftermarket shift knobs, and the included jam nut secures your knob in place. Clean lines and a natural silver finish complement any interior. Made in the USA with a manufacturer lifetime warranty.

What's Included

• 10-inch billet aluminum shift lever with natural silver finish
• Machined billet steel mounting stud
• Metric cap screws
• 3/8-16 jam nut
• Manufacturer lifetime warranty

Key Features

• Direct bolt-on compatibility - Fits TREMEC and Borg Warner T5, T45, and T56 transmissions with standard 7/8" center-to-center mounting holes
• Premium billet aluminum construction - Black anodized finish resists corrosion and delivers show-quality appearance
• Machined billet steel mounting stud - Superior strength compared to cast alternatives, drilled and countersunk for flush-mount cap screws
• 30-degree layback design - 5" back x 10" tall configuration positions the shift knob ergonomically for natural hand placement
• Standard 3/8"-16 knob threads - Compatible with most aftermarket shift knobs
• Complete hardware included - Metric cap screws included for immediate installation
• Lifetime warranty - Made in the USA by Lokar

Description

Replace your worn or missing factory shift lever with this precision-machined Lokar billet aluminum unit. Whether you're building a TREMEC swap that didn't come with a lever or upgrading a tired stocker with sloppy engagement, this black anodized shift lever delivers the crisp, solid feel your manual transmission deserves.

The engineering details set this lever apart from cheaper alternatives. Machined from solid billet aluminum rather than cast or stamped, the lever body eliminates flex under aggressive shifting. The billet steel mounting stud provides a rock-solid foundation that won't strip threads or crack under stress - a common failure point on lesser designs. Lokar drills and countersinks the mounting holes so the included metric cap screws sit flush, giving you a clean, professional appearance without exposed fastener heads.

The 30-degree layback bend positions the shift ball naturally where your hand expects it. At 10.4" overall length with a 5" back x 10" tall geometry, this lever places the knob in an ergonomic location that reduces fatigue during spirited driving or long cruises. The standard 3/8"-16 thread at the top accepts the vast majority of aftermarket shift knobs, so you can personalize the look to match your interior.

This lever fits all TREMEC and Borg Warner T5, T45, and T56 transmissions using the standard 2-bolt flange with 7/8" center-to-center bolt spacing. It works with both stock and aftermarket shifter assemblies. Made in the USA with Lokar's manufacturer lifetime warranty.

What's Included

• Black anodized billet aluminum shift lever (10.4" overall length, 30-degree layback design)
• Machined billet steel mounting stud
• Metric cap screws (drilled and countersunk)
• Lokar manufacturer lifetime warranty

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

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

Description

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

Kit Includes

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

Key Features

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

Description

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

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

What's Included

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

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

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

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

Kit Includes

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

Key Features

• Converts Ford-style slip-in speedometer drive to GM 7/8" threaded cable connection
• Fits Ford T5, all 3550/TKO transmissions, Ford T56 with cable drive, and all TREMEC Magnum six-speeds
• Double O-ring seal at the transmission case plus internal seal to prevent fluid leaks
• Steel construction for accurate readings and long service life
• Eliminates the need for expensive custom speedometer cables

Description

TREMEC T56 Magnum, TKX, and TKO transmissions all use a Ford-style mechanical speedometer drive, which creates a compatibility problem for GM muscle cars and hot rods equipped with traditional GM speedometers and 7/8" threaded cables. Rather than sourcing an expensive custom cable, this adapter assembly converts the Ford slip-in driven gear interface to accept a standard GM threaded speedometer cable directly.

The adapter features a double O-ring seal at the transmission case opening combined with an internal seal where the cable attaches. This dual-seal design addresses a common complaint with lesser adapters that allow transmission fluid to leak through the cable attachment point. Steel construction ensures the drive spindle maintains accuracy and durability under demanding conditions.

Installation is straightforward: the adapter inserts into the transmission's speedometer housing where the driven gear normally sits, and your existing GM speedometer cable threads onto the adapter's external 7/8" fitting. This assembly fits Ford T5, all 3550/TKO variants, Ford T56 transmissions with cable drive, and all TREMEC Magnum six-speed transmissions. Note that speedometer driven gears and retaining clips are sold separately and must be matched to your tire size and rear axle ratio for accurate speedometer readings. Made internationally.

What's Included

• Speedometer cable adapter assembly with steel drive spindle
• Full manufacturer's warranty

Key Features

• Converts Ford slip-in speedometer drive to GM 7/8" threaded cable connection
• Double O-ring seal system prevents transmission case leakage at the housing
• Internal seal stops fluid from traveling up the speedometer cable
• Swiss steel drive spindle delivers superior strength and accuracy
• Billet housing with naval brass bushing for smooth, long-lasting operation
• One-piece design eliminates multiple failure points found in cheaper adapters
• Made in the USA

Description

TREMEC T-56 Magnum, TKX, TKO, and T5 transmissions use a Ford-based mechanical speedometer drive, which creates a problem when you're running a GM chassis with a 7/8" threaded speedometer cable. Without an adapter, you're stuck either fabricating a custom cable or dealing with a leak-prone import solution that fails at the worst possible time.

This precision-machined adapter is engineered to eliminate the chronic leakage issues that plague cheaper alternatives. The double O-ring seal system addresses leaks at the transmission case opening, while a dedicated internal seal prevents fluid from wicking up through the cable attachment point—a common failure mode on single-seal designs. The Swiss steel drive spindle provides extra strength and accuracy for consistent speedometer readings over the life of the build.

The billet housing paired with a naval brass bushing ensures smooth cable rotation and extended service life, even in high-vibration environments. The one-piece construction eliminates the potential leak paths and wear points found in multi-piece adapter assemblies.

Fits Ford T5, all 3550/TKO models, TKX, Ford T56 with cable drive, all TREMEC Magnum six-speeds, and Ford three- and four-speed transmissions. Made in the USA with full warranty coverage.

Kit Includes

• Billet speedometer cable adapter housing
• Swiss steel drive spindle
• Naval brass bushing
• Dual O-ring seals for transmission case
• Internal cable seal
• Full manufacturer's warranty

Key Features

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

Description

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

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

Kit Includes

• 17-tooth speedometer driven gear, white plastic

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

Key Features

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

Description

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

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

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

Kit Includes

• 18-tooth yellow speedometer driven gear

Key Features

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

Description

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

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

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

What's Included

• One 19-tooth speedometer driven gear (pink)

Key Features

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

Description

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

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

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

What's Included

• One 20-tooth driven speedometer gear (black)

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

What's Included

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

Key Features

• Tin-plated brass terminals for corrosion resistance and reliable signal transmission
• Compatible with Ford VSS connector style used in 1987-1995 Mustangs
• Works with Ford and GM TREMEC Magnum two-wire analog OSS output
• Fits Ford TKO/TKO 500-600, TKX, and T45/3650 transmissions
• Two-wire design matches OE Ford VSS signal format

Description

When you install a TREMEC transmission in your build, you need a clean way to send speed data to your electronic speedometer or ECU. This harness provides the critical link between your transmission's output speed sensor (OSS) and your vehicle's existing Ford-style VSS wiring. It's designed specifically for the two-wire analog speed sensor output found on Ford and GM TREMEC Magnum transmissions, as well as Ford TKX, TKO, and T45/3650 units.

The terminals are constructed from tin-plated brass, which resists corrosion and maintains solid electrical contact even in harsh underhood environments. This matters because intermittent speed signals cause erratic speedometer readings and can throw off ECU calculations that rely on vehicle speed data. The Ford VSS connector style was used across a wide range of 1987-1995 Ford vehicles, making this harness the right choice when you're tying into an existing Ford wiring harness or EFI system from that era.

This harness is the simple, direct solution for builders running electronic speedometers with TREMEC 5- and 6-speed transmissions. Whether you're completing a resto-mod Mustang with modern gauges or wiring a GM-pattern Magnum into a classic muscle car, this connector eliminates guesswork and custom splicing.

What's Included

• Electronic speedometer harness with tin-plated brass terminals
• Ford VSS-style two-wire connector

Key Features

• Factory-style 2-wire connector plugs directly into T56 reverse lockout solenoid
• Pre-wired pigtail eliminates custom splicing and unreliable field connections
• Compatible with TREMEC T56 6-speed transmissions
• Essential for wiring to aftermarket reverse lockout control modules, brake switches, or manual toggles

Description

The TREMEC T56 6-speed uses a reverse lockout solenoid to prevent accidental shifts into reverse while attempting to engage 5th gear--a real concern because reverse and 5th are positioned dangerously close in the shift gate. When swapping a T56 into a classic vehicle originally equipped with a T5, T45, or older 4/5-speed transmission, the factory electronics lack support for this solenoid, leaving builders without a clean way to wire the lockout system.

This pre-wired solenoid harness provides the electrical connection your reverse lockout needs. The factory-style connector snaps directly onto the solenoid mounted on the transmission case, eliminating the guesswork and potential wiring errors that come with spliced connections. The solenoid operates simply: when energized at low vehicle speeds, the lockout retracts to allow reverse engagement; de-energized at higher speeds, it mechanically blocks the shift gate from entering reverse.

Use this harness to connect the solenoid to an aftermarket reverse lockout control module (speed-based), a brake pedal switch circuit, or a manual dashboard toggle. The harness gives you the clean starting point you need for whatever activation method you choose--just run your control wiring to this pigtail and plug into the transmission.

Compatible with all TREMEC T56 6-speed transmissions. A simple, inexpensive component that prevents frustrating wiring headaches during your swap or build.

Kit Includes

• Pre-wired 2-wire electrical harness with factory-style solenoid connector

Key Features

• Environmentally-sealed Weather Pack connector resists moisture, extreme temperatures, and corrosive engine bay vapors
• 14 AWG wires with 10-inch leads for flexible installation routing
• Male (tower) and female (shroud) housings with pin-and-socket configuration for secure connection
• 20-amp maximum capacity for reliable 12V electrical operation
• Direct-fit compatibility with GM T56 Magnum, Ford T56 Magnum, and V6 Ford T5 transmissions
• Complete terminal and pigtail assembly - no additional components needed

Description

When swapping to a T56 Magnum or Ford T5 transmission, connecting the reverse light circuit is critical for both legal compliance and safety. This reverse switch harness eliminates the guesswork and provides a clean, factory-grade electrical connection that integrates seamlessly with existing vehicle wiring.

Built around the proven Weather Pack connector system, this harness delivers outstanding reliability in demanding engine bay environments. The pin-and-socket design creates a positive mechanical lock while sealing out moisture, dirt, and corrosive chemical vapors that destroy standard electrical connections over time. Heavy-duty 14 AWG wire handles the full electrical load with headroom to spare, while the 10-inch leads provide flexibility for routing around headers, exhaust components, and other obstacles.

The complete terminal and pigtail assembly plugs directly into GM T56 Magnum, Ford T56 Magnum, and V6 Ford T5 transmissions without modification. On the vehicle side, the Weather Pack connector interfaces cleanly with existing reverse light circuits or aftermarket wiring harnesses. This eliminates the common problems of corroded connections, loose terminals, and failed reverse lights that plague cut-and-splice installations.

What's Included

• Weather Pack male (tower) housing with terminals
• Weather Pack female (shroud) housing with terminals
• 10-inch 14 AWG wire leads (pair)
• Complete pin-and-socket connector assembly

Key Features

• Microprocessor-controlled lockout system prevents accidental reverse engagement above approximately 5 MPH
• Six-wire harness with integrated inline fuse for complete installation
• Universal fitment for all T56, T56 Magnum, and TR6060 transmissions
• Weather-resistant construction - interior mounting recommended for maximum longevity
• Two dedicated wires for solenoid output control
• Two wires for VSS (vehicle speed sensor) signal input
• Switched power and ground connections included
• Eliminates need for brake light switch or manual button workarounds
• Factory-like speed-based operation without requiring an OEM computer

Description

When you swap a TREMEC T56, T56 Magnum, or TR6060 into a classic or performance build, you lose the factory computer's ability to control the reverse lockout solenoid. Without proper control, the transmission becomes prone to inadvertent grinding into reverse gear while attempting to shift into 5th - a common problem since these gears are located very close to each other in the shift pattern. Manual workarounds like wiring to the brake light switch create their own problems: you can step on the brake at highway speed and still accidentally engage reverse.

This Reverse Lockout Control Module solves the problem with intelligent speed-based control. The heart of this module is a microprocessor that continuously monitors vehicle speed through the VSS signal. At low vehicle speeds, the reverse lockout solenoid is energized, retracting the blocking pin and allowing you to shift smoothly into reverse. Above approximately 5 MPH, the module de-energizes the solenoid, locking out reverse gear access and preventing costly transmission damage from an accidental shift. This creates factory-like operation without the need for an OEM PCM or ECM.

The six-wire harness simplifies installation with dedicated circuits: two wires for switched power and ground, two wires for VSS signal input from the transmission speed sensor, and two wires for solenoid output. The integrated inline fuse protects the circuit. While the module features weather-resistant construction, mounting inside the vehicle interior is recommended for maximum longevity. The system requires no special programming or calibration - wire it up and it works.

This module is essential for any T56-family transmission swap where the factory computer control is unavailable. It controls the reverse lockout solenoid found on all Borg Warner and TREMEC T56, Magnum, and TR6060 transmissions, restoring the safety and convenience of proper reverse lockout operation that these transmissions were designed to have.

What's Included

• Reverse lockout control module with microprocessor
• Six-wire harness with color-coded leads
• Inline fuse
• Installation instructions
• MDL lifetime technical support

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

• Forged steel construction for superior strength over cast alternatives
• 31-spline output shaft compatibility for Ford TKO, C6, and FMX transmissions
• 1310 Series U-joint with 1-1/16" bearing caps and 3-1/4" width
• 1310 Series rated for 400 lb-ft continuous torque, 800 lb-ft short-duration--suitable for street builds up to approximately 500 hp
• Precision-broached splines for tight-tolerance fit and vibration-free operation
• Outside snap ring retention style
• Manufactured by Neapco--a leading OEM and aftermarket driveline supplier

Description

Connecting your transmission to the driveshaft demands a slip yoke that can handle real power without becoming a weak link. This Neapco 31-spline forged steel slip yoke delivers the strength and precision fit required for Ford TKO, C6, and FMX transmissions, providing a direct-fit solution for street performance builds.

Forged steel construction eliminates the porosity and stress risers inherent in cast yokes. The result is a stronger, more consistent part that handles torque loads without cracking or deformation. The 1310 Series U-joint is rated for 400 lb-ft of continuous torque and 800 lb-ft short-duration loads--making this combination well-suited for street-driven cars producing up to approximately 500 hp, provided traction is managed with street tires rather than slicks.

Neapco's precision broaching process produces tight-tolerance spline fits that mate smoothly with the transmission output shaft. This accuracy, combined with reduced end play in the universal joint, minimizes driveline vibration and extends component life. The outside snap ring design allows for straightforward U-joint service when maintenance is eventually needed.

This slip yoke fits Ford transmissions with 31-spline output shafts, including the Ford TKO, C6 automatic, and FMX automatic. If your application requires higher torque capacity, consider upgrading to a 1330 or 1350 Series yoke and matching driveshaft components.

What's Included

• One Neapco forged steel 31-spline slip yoke
• One 1310 Series universal joint (1-1/16" bearing caps, 3-1/4" width)

Key Features

• 31-spline internal configuration - matches TREMEC TKX, TKO, and Magnum output shafts
• 1330 series u-joint dimensions (3-5/8" width x 1-1/16" cap diameter) - proven balance of strength and driveline angle capability
• D550 ductile iron construction - forged for high tensile strength and durability
• Outside snap ring retention - secure, serviceable u-joint mounting without special tools
• Direct fit for TKX, TKO, Magnum, some T56, C6, and FMX transmissions
• Made by Neapco - trusted OE supplier quality built to factory standards

Description

Converting to a TREMEC TKX, TKO, or Magnum often means your factory slip yoke is no longer up to the task. The increased torque from a modern 5-speed or 6-speed manual transmission demands a properly matched slip yoke that can handle the load without becoming a weak link in your driveline. This 31-spline slip yoke solves that problem with the proven 1330 series dimensions and D550 ductile iron construction.

The forged steel construction provides the tensile strength needed for high-torque applications while maintaining the precise tolerances required for smooth, vibration-free operation. The 1330 series u-joint dimensions - 3-5/8" overall width with 1-1/16" bearing caps - deliver more driveline angle capability than the smaller 1310 series while keeping overall packaging compact. Outside snap rings secure the u-joint caps, making future service straightforward without specialized tools.

The 31-spline internal configuration directly matches the output shaft splines on TREMEC TKX, TKO, and Magnum transmissions, as well as some T56 variants, Ford C6 automatics, and FMX transmissions. Built by Neapco to OEM standards, this slip yoke bridges the gap between your transmission upgrade and your existing driveshaft, accepting standard 1330-series u-joints for flexibility in choosing greaseable or sealed units based on your application.

What's Included

• 31-spline slip yoke, D550 ductile iron forged steel construction

Note: U-joint sold separately. See related products for compatible 1330 series u-joints with 1-1/16" caps. [VERIFY: Product description states "with a 1330 U-joint and 1-1/16in. cups" suggesting u-joint is included, but "Kit Includes" is not explicitly listed on product page. Also, MDL specs page shows "1-1/8" Driveline U-Joint Cap Size" while description states 1-1/16" - confirm correct cap size and whether u-joint is pre-installed.]

Key Features

• Forged steel construction for superior strength and durability over cast yokes
• 31-spline full spline type with no counter bore
• 1330 series U-joint with 1-1/16" bearing cups
• 6.000" centerline to end length with 4.500" barrel length
• 1.685" journal diameter for proper seal contact
• Precision ground and pressure tested to 40 PSI for leak-free sealing
• Fits TKO, TKX, T56 Magnum, C6, FMX, and some T56 applications
• Weighs 2.900 lbs

Description

Converting to a TREMEC TKX or T56 Magnum often means driveline modifications are in order -- including upgrading to an aftermarket slip yoke that can handle the torque output of a modern 5 or 6-speed manual transmission. This Sonnax forged steel slip yoke delivers the strength and precision your high-performance drivetrain demands, engineered to never be the weak link between your transmission and driveshaft.

Sonnax slip yokes are forged -- not cast -- for greater strength, then undergo a precision-machining process that guarantees exceptional balance and minimal runout. Clean-cut splines mate smoothly with the transmission output shaft, while all dimensions are precision machined to ensure a consistent, concentric fit. The smooth outer journal provides uniform contact with the tail housing seal, preventing leaks and promoting proper fore/aft yoke action during suspension travel.

Every yoke is 100 percent leak-tested, with the seal plug O.D. ground for superior sealing performance and air-tested to 40 PSI. This attention to detail eliminates common comeback complaints like transmission leaks, NVH issues, and driveline clunking or shudder. Whether you're building a street car, street rod, drag machine, or dirt oval racer, this slip yoke delivers superior strength and durability for high horsepower and torque capacity applications.

This 31-spline slip yoke fits a variety of applications including TREMEC TKO-500, TKO-600, TKX, T56 Magnum, Ford C6, and FMX transmissions, as well as some T56 units. Always verify your transmission's output shaft spline count and style before ordering. Made in the USA.

What's Included

• One Sonnax T2-3-6041HP forged steel 31-spline slip yoke
• Accepts 1330 series U-joints with 1-1/16" bearing cups (U-joint sold separately)
• Lifetime MDL technical support

Key Features

• 31-spline output shaft compatibility for all TREMEC TKO, TKX, and Magnum transmissions
• 1350 series U-joint capacity with 1-3/16" cap diameter and 3.625" overall width
• Cast steel construction for strength under high-torque loads
• Ford C6-style slip yoke design matches TREMEC 31-spline output shaft diameter
• Direct upgrade from smaller 1310 series yokes found in many stock applications

Description

Upgrading to a TREMEC transmission puts serious torque capacity in your drivetrain, but your existing slip yoke often becomes the weak link. TREMEC TKO, TKX, and Magnum transmissions all feature a 31-spline output shaft that requires a matching slip yoke to handle the increased power these transmissions deliver. This MDL slip yoke solves that problem with cast steel construction and 1350 series U-joint capacity.

The 31-spline output shaft on TREMEC performance transmissions uses the same diameter as Ford C6 automatics—a proven design that has been handling serious torque for decades. The 1350 series U-joint provides a 1-3/16" cap diameter and 3.625" overall width, delivering significantly more strength than the smaller 1310 series joints found in many factory drivelines. When you're pushing 600 lb-ft of torque capacity through a TKO or TKX, you need driveline components that can keep up.

This slip yoke is designed for Ford applications but works with any TREMEC transmission featuring the standard 31-spline output shaft, including the TKO-500, TKO-600, TKX, and T56 Magnum. Whether you're building a street machine that sees weekend abuse or a dedicated track car, this yoke provides the strength and reliability your upgraded drivetrain demands.

What's Included

• 31-spline cast steel slip yoke
• 1350 series U-joint (1-3/16" bearing caps, 3.625" width)

Key Features

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

Description

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

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

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

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

What's Included

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

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