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

• SFI 6.1 certified for cars running 11.49 seconds or faster in the quarter mile
• Built from high-grade steel that work hardens to over 80,000 PSI strength--more than twice the strength of other steel bellhousings
• Proprietary spin-forming process creates the most dimensionally accurate and stable bellhousings available
• Supports 153 or 168-tooth flywheels with clutches up to 11 inches
• 5.950-inch bellhousing depth designed exclusively for hydraulic release bearing operation
• Lightweight 22 lb. design maintains maximum protection without excess weight
• Universal fit--not vehicle specific--ideal for custom builds and swaps
• Gold iridite finish with MIG-welded thread inserts for transmission mounting
• 100% built in the USA

Description

When you're building a high-performance drivetrain that demands bulletproof protection and perfect alignment, the QuickTime RM-6023 steel bellhousing delivers what stamped or rolled steel units simply cannot. This SFI 6.1 certified scatter shield connects small-block or big-block Chevy engines (including Gen I and Gen II LT1) to GM T56, T-56 Magnum, or T-56 Magnum XL transmissions--making it the go-to solution for LS T56 swaps into classic Chevy muscle.

QuickTime's proprietary spin-forming process is what sets these bellhousings apart from everything else on the market. Rather than rolling or stamping sheet steel, QuickTime spins each cone from high-grade steel that work hardens to over 80,000 PSI--more than twice the strength of competing steel bellhousings. This process creates the most dimensionally stable and accurate bellhousing available, eliminating drivetrain wear caused by flex and maintaining perfect engine-to-transmission alignment throughout the entire RPM range. Patents cover 16 points of design and manufacturing process.

The RM-6023 features a 5.950-inch bellhousing depth and is designed exclusively for hydraulic release bearing operation--QuickTime recommends the Hays #82-120 or Holley #319-100 units. The bellhousing accepts 153 or 168-tooth flywheels with clutches no larger than 11 inches, and OEM starters are recommended for ease of fitment. At just 22 pounds, this bellhousing keeps weight down while maintaining the protection required for serious performance applications.

This is a universal fit bellhousing--not vehicle specific--making it ideal for custom builds and swaps across multiple Chevy platforms. SFI 6.1 certification is required by most sanctioning bodies for cars running 11.49 or faster in the quarter mile, ensuring this bellhousing meets the most demanding safety standards. Built 100% in the USA with a durable gold iridite finish and MIG-welded thread inserts for professional fit and function.

What's Included

• QuickTime RM-6023 spin-formed steel bellhousing with gold iridite finish
• Engine block plate
• Grade 8 mounting hardware
• Installation instructions
• Lifetime technical support from MDL

Note: Transmission mounting bolts not included.

Key Features

• Application-specific hardware for T56 Magnum to aluminum bellhousing mounting
• M10x1.5 thread pitch bolts sized specifically for aluminum bellhousing thickness
• Bolt lengths differ from steel bellhousing kits to ensure proper thread engagement
• Designed for GM Magnum (GM/Viper version) T56 transmissions
• Eliminates the guesswork of sourcing correct fasteners for your LS swap

Description

When bolting a T56 Magnum to an aluminum bellhousing in your LS-powered build, generic hardware or bolts pulled from a steel bellhousing setup won't cut it. Aluminum bellhousings have different material thickness and thread engagement requirements than their steel counterparts, which means you need fasteners specifically sized for the application. Using the wrong length bolts can result in insufficient thread engagement or, worse, bottoming out before achieving proper clamping force.

This hardware kit provides the correct M10x1.5 bolts engineered specifically for aluminum bellhousing installations. The bolt lengths account for the aluminum bellhousing's material thickness, delivering proper thread engagement into the T56 Magnum's transmission case. This ensures a secure, reliable connection between your bellhousing and transmission without the risk of stripped threads or loose fasteners.

Designed for use with GM Magnum (GM/Viper version) T56 transmissions and compatible aluminum bellhousings in Chevy LS applications. Whether you're building an F-body restomod, an LS swap project, or a custom performance build, this kit gives you the exact hardware you need for a proper installation.

Kit Includes

• M10x1.5 transmission-to-bellhousing bolts (aluminum bellhousing specific length)
• transmission to bellhousing bolts, transmission mount hardware, speedo cable hardware, Bellhousing block plate bolts
• Complete hardware for bellhousing-to-transmission connection

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

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

Product Overview

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

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

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

Kit Includes

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

Key Features

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

Description

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

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

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

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

Kit Includes

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

Specifications

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

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

• Nodular (ductile) iron construction delivers superior yield strength, elongation, and impact resistance compared to gray cast iron
• 168-tooth ring gear with external balance weight configuration for 383/400 small block Chevy engines
• Designed for 1970-1985 two-piece rear main seal applications
• Supports single disc clutches up to 11 inches in diameter
• Six-bolt crankshaft mounting pattern
• 12-5/8" equidistant clutch pressure plate bolt pattern
• Precision machined and balanced for smooth operation
• Cost-effective upgrade over stock gray cast iron flywheels for high-performance street engines

Description

When you're building a 383 stroker or freshening a 400 small block Chevy, the flywheel choice matters more than most builders realize. Gray cast iron flywheels work fine for stock applications, but they shouldn't be associated with high horsepower, sticky drag radials, or engines that see more than 6,000 rpm. This nodular iron flywheel solves that problem by delivering the ductility and impact resistance your performance build demands -- without the expense of stepping up to billet steel.

Nodular iron (also called ductile iron) gets its strength from an alloying process that converts gray iron's crack-promoting graphite flakes into spheres, or nodules. This microstructural transformation gives the metal superior ductile characteristics with advantages over gray iron in yield strength, elongation, and impact resistance. For a high-performance street engine that sees spirited driving but doesn't require SFI certification for organized competition, nodular iron represents the sweet spot between cost and capability.

The 400 SBC and aftermarket 383 strokers built on 400 cranks require externally balanced flywheels with weighted counterbalance -- you cannot use a neutral-balance 350 flywheel. This 168-tooth configuration matches the larger flywheel diameter common in truck and full-size applications and provides proper starter engagement. The six-bolt crankshaft mounting pattern secures directly to your two-piece rear main seal crankshaft, and the 12-5/8" equidistant clutch bolt pattern accepts industry-standard pressure plates.

Each flywheel is precision machined to specification after casting, then balanced and inspected for quality and fitment. Compatible with single disc clutches up to 11 inches in diameter, giving you flexibility in clutch selection for your power level and driving style. Fits 1970-1985 Chevrolet 383 and 400 engines with two-piece rear main seal cranks.

What's Included

• Nodular iron flywheel with 168-tooth ring gear
• External balance weight configuration

Key Features

• Billet steel construction for superior strength over cast iron in high-torque applications
• External balance weighting matched to Chevy 400 and 383 stroker crankshaft requirements
• 168-tooth ring gear for improved starter leverage on big-inch, high-compression engines
• 6-bolt crankshaft flange with 3.580-inch bolt pattern for 2-piece rear main seal blocks
• 2.485-inch crank register bore ensures precise crankshaft alignment
• Accepts 11-inch clutch assemblies with 12-5/8-inch pressure plate bolt pattern
• Direct fit for 1970-1985 Chevy 400 and externally balanced 383 stroker builds
• Made in the USA

Description

The Chevy 400 small block and 383 stroker combinations share a common challenge: they require externally balanced rotating assemblies. Unlike internally balanced engines where all counterweight mass lives on the crankshaft, the 400's longer 3.75-inch stroke demanded offset weight on both the harmonic balancer and flywheel to achieve proper balance. This MDL billet steel flywheel carries the correct external balance weighting to eliminate vibration and ensure smooth operation throughout the RPM range.

Billet steel construction delivers significant advantages over factory-style cast iron flywheels in performance applications. Cast flywheels can crack or fail catastrophically under high-RPM use, while billet steel provides the structural integrity these high-torque engines demand. The precision-machined clutch surface is ready for installation with your choice of 11-inch clutch assemblies using the 12-5/8-inch bolt pattern.

The 168-tooth ring gear provides better mechanical advantage for your starter motor, reducing amperage draw and improving cranking performance on high-compression builds. The larger diameter ring gear was factory equipment on all 400 small blocks and is the proper choice when running externally balanced 383 stroker combinations with 400 crankshafts. Note that the 168-tooth flywheel requires a starter with the diagonal (offset) bolt pattern.

Engineered specifically for 1970-1985 two-piece rear main seal Chevy blocks, this flywheel features the correct 6-bolt mounting pattern with 3.580-inch bolt circle and 2.485-inch crank register bore. Whether you're building a numbers-matching 400 restoration or assembling a streetable 383 stroker, this American-made billet flywheel provides the foundation for a reliable, vibration-free manual transmission swap.

What's Included

• Billet steel flywheel with 168-tooth ring gear
• External balance weight for Chevy 400/383 stroker applications
• 6-bolt crankshaft mounting (3.580-inch bolt pattern)
• 2.485-inch crank register bore
• 11-inch clutch surface with 12-5/8-inch pressure plate bolt pattern

Key Features

• Precision-machined billet aluminum construction dramatically reduces rotational mass
• 168-tooth ring gear with riveted steel clutch facing permanently fastened to prevent ring gear separation
• 6-bolt crankshaft mounting pattern with 7/16" hardware
• External balance configuration for 1986 and later 5.7L engines with one-piece rear main seals
• 12-5/8" pressure plate bolt pattern accommodates 11" clutch applications
• Made in the USA

Description

When you need to shed rotating weight without sacrificing reliability, this billet aluminum flywheel delivers the performance advantage serious builds demand. Aluminum construction significantly reduces rotational mass compared to cast iron or steel units, allowing the engine to rev faster and respond more sharply to throttle inputs - critical for track applications where every millisecond of engine response matters.

This flywheel is precision-machined from billet aluminum and features a riveted steel clutch facing that ensures the ring gear stays permanently attached to the flywheel body. Unlike press-fit or interference-fit ring gears that can walk off under high-RPM abuse, this riveted design eliminates separation concerns. The 168-tooth configuration provides proper starter engagement for 1986 and later Chevy 5.7L applications that require external balance.

Six mounting bolts secure the flywheel to the crankshaft using 7/16" hardware, while the 12-5/8" pressure plate bolt pattern accommodates standard 11" clutch setups. Built specifically for external balance 5.7L engines with one-piece rear main seals, this flywheel eliminates the guesswork in engine balancing for '86-up Gen II small blocks. It is recommended to warm the flywheel before installation to ensure proper thermal expansion during mounting.

Note: Aluminum flywheels store and transmit less inertia than steel units. While this improves throttle response, it also makes the engine easier to stall at low RPMs. If pairing with a dual-disc clutch set, the added disc mass offsets some of this effect. Aluminum flywheels should never be paired with ceramic or bronze clutches due to the added heat they generate. Made in the USA.

What's Included

• Billet aluminum flywheel with riveted steel clutch facing
• 168-tooth ring gear permanently fastened to flywheel body
• Lifetime technical support

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

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

What's Included

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

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

Key Features

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

Description

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

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

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

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

Kit Includes

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

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

• Complete 11-inch GM clutch set with organic friction facings for smooth, progressive engagement
• 26-spline x 1-1/8-inch input shaft configuration for TREMEC TKX, TKO, and T-56 compatibility
• Diaphragm-style pressure plate with 12-5/8-inch equal bolt pattern and 3/8"-16 hardware
• Low lever height design provides increased bellhousing clearance for concentric slave cylinders
• 350 ft-lb torque capacity sized for street cruisers and mildly modified V8s
• Sprung hub design isolates drivetrain shock and reduces noise transmission
• Hand-assembled and double-checked in-house at MDL in Caldwell, Idaho
• Backed by a 1-year free-from-defect warranty

Description

Running a hydraulic release system in your GM build? Standard pressure plate lever heights can quickly eat into your bellhousing clearance when paired with a concentric slave cylinder. The MDL Superior 11-inch GM clutch set solves that problem with a low lever height pressure plate engineered specifically for hydraulic actuation, giving you the room you need without compromising clamp load or engagement feel.

The organic friction facings deliver the smooth, progressive engagement that makes street driving enjoyable. Unlike aggressive ceramic or metallic facings that grab hard and chatter at low speeds, organic material provides predictable modulation for stop-and-go traffic, parking lot maneuvers, and spirited cruising alike. Rated at 350 ft-lb of torque, this clutch is properly sized for naturally aspirated small blocks and mildly modified V8s where drivability matters as much as capability.

The 26-spline x 1-1/8-inch hub mates directly to TREMEC transmissions including the TKX, TKO, and T-56 Magnum. The 12-5/8-inch equal bolt pattern with 3/8"-16 hardware fits GM 11-inch and 12-inch flywheels. A sprung hub design absorbs torsional shock and dampens gear rattle, translating to a quieter, more refined driving experience. Complete with pilot bushing and alignment tool, this kit arrives ready to install.

Every MDL Superior clutch is hand-assembled in our Caldwell, Idaho facility using the finest available components. Each unit is double-checked for accuracy and quality before shipping, so you receive a ready-to-install premium piece right out of the box. Made in the USA and backed by a 1-year free-from-defect warranty with lifetime technical support.

What's Included

• Diaphragm-style pressure plate with low lever height for hydraulic actuation
• Organic-faced clutch disc with sprung hub - 11-inch diameter, 26-spline x 1-1/8-inch
• Pilot bushing
• Clutch alignment tool
• Installation and break-in instructions
• 1-year free-from-defect warranty
• Lifetime technical support

Key Features

• 500 ft-lb torque capacity for performance street-plus applications
• Dual-friction design: Kevlar facing on pressure plate side, steel-backed organic on flywheel side
• 26-spline input, 1-1/8-inch diameter hub
• Low lever height optimized for hydraulic concentric slave cylinder clearance
• 12-5/8-inch EQ bolt pattern fits early GM applications
• Diaphragm-style pressure plate for consistent clamping force
• Sprung hub design absorbs driveline shock and reduces gear rattle
• Hand-assembled and double-checked in-house at MDL
• 1-year warranty against manufacturing defects
• Made in the USA

Description

Hydraulic clutch conversions in early GM muscle cars often run into the same problem: standard clutch assemblies interfere with concentric slave cylinders, forcing builders to compromise on actuation or clearance. The MDL Superior 11-inch Clutch Kit solves this with a specifically engineered low lever height that provides the room needed for clean hydraulic operation without binding or interference.

The dual-friction disc combines Kevlar facing on the pressure plate side with steel-backed organic material on the flywheel side. This pairing delivers smooth, progressive engagement for streetable daily driving while providing the grip to handle 500 ft-lb of torque. The sprung hub absorbs driveline shock loads and dampens gear rattle--critical for performance street builds where drivability matters as much as power capacity. The diaphragm-style pressure plate maintains consistent clamping force across the full range of clutch wear.

Every MDL Superior clutch is hand-assembled in-house in Caldwell, Idaho. Components are double-checked for accuracy and quality before they go in the box, so you receive a ready-to-install kit with no surprises. The 12-5/8-inch EQ bolt pattern fits 1960-1990 Chevrolet, Pontiac, Oldsmobile, and Buick applications. Backed by a 1-year warranty against manufacturing defects and MDL's lifetime technical support.

What's Included

• Diaphragm-style pressure plate with low lever height for hydraulic CSC clearance
• Dual-friction clutch disc with Kevlar/steel-backed organic facings and sprung hub
• Pilot bushing
• Clutch alignment tool
• Installation and break-in instructions
• 1-year warranty against manufacturing defects
• Lifetime technical support

Key Features

• 500 HP torque capacity - Rated for high-output street and track builds
• Kevlar/Kevlar disc facings - Superior heat resistance and consistent engagement under demanding conditions
• 11-inch diaphragm pressure plate - 12-5/8-inch equidistant bolt pattern for GM applications
• 26 x 1-1/8-inch spline configuration - Compatible with TREMEC TKX, TKO, and T56 Magnum transmissions
• Low lever height pressure plate - Engineered for clearance with hydraulic concentric slave cylinders
• Sprung hub design - Smooth engagement and drivetrain vibration damping
• Hand-assembled in-house at MDL - Double-riveted construction with exacting quality control
• 1-year free-from-defect warranty - Backed by MDL's quality guarantee

Description

Running a hydraulic release bearing setup in your GM-powered build? Standard clutch kits weren't designed with concentric slave cylinder clearance in mind, leading to fitment headaches and binding issues. The MDL Superior 11-inch GM clutch kit solves this problem with a diaphragm pressure plate specifically engineered with a lower lever height, providing the clearance hydraulic CSC systems demand while delivering 500 HP capacity for serious performance applications.

The disc features Kevlar/Kevlar facings on both friction surfaces - a material choice that delivers exceptional heat dissipation, consistent bite characteristics, and extended service life compared to organic facings. This makes the kit equally at home on the street, at open track days, or road course events where repeated hard launches and sustained high-temperature operation are the norm. The sprung hub design absorbs drivetrain shock loads and smooths out engagement, eliminating the harshness that plagues many high-performance clutch setups.

Every Superior clutch is hand-assembled at MDL's Caldwell, Idaho facility. The discs are double-riveted to maintain quality and flawless operation - no shortcuts, no outsourced assembly. The 26 x 1-1/8-inch spline configuration matches GM TREMEC TKX and TKO input shafts, while the 12-5/8-inch equidistant bolt pattern fits flywheels for classic GM V8 applications. This is a Performance Proven product - it has survived the rigorous challenges of racing on and off the track.

Designed for street, cruising, road course, and racing applications. Proudly made in the USA.

What's Included

• 11-inch diaphragm pressure plate with low lever height for hydraulic CSC clearance
• 11-inch clutch disc with Kevlar/Kevlar facings and sprung hub (26 x 1-1/8-inch spline)
• Pilot bushing
• Clutch alignment tool
• 1-year free-from-defect warranty
• Lifetime technical support

Key Features

• 11" diameter clutch with 12-5/8" equalizer bolt pattern for GM applications
• Dual-compound friction disc: Kevlar facing on pressure plate side, ceramic facing on flywheel side
• 26-spline, 1-1/8" input shaft compatibility for TREMEC TKX, TKO, and T56 Magnum transmissions
• Low lever height pressure plate optimized for hydraulic concentric slave cylinder clearance
• 600 lb-ft torque rating for aggressive street and drag applications
• Sprung hub design absorbs driveline shock for smoother engagement
• Hand-assembled in-house with double-riveted construction
• Diaphragm-style pressure plate for consistent clamping force
• Performance Proven designation--tested in racing conditions on and off the track
• Made in the USA with 1-year free-from-defect warranty

Description

High-output GM builds often face a clutch dilemma: maximum holding power is required, but engine bay constraints prevent stepping up to a larger diameter disc. The Superior 11" Kevlar/Ceramic clutch set solves this problem by combining aggressive friction materials with a low lever height design specifically engineered for hydraulic concentric slave cylinder applications. The result is 600 lb-ft of torque capacity in a package that clears modern hydraulic release systems without binding or inconsistent pedal feel.

The dual-compound friction disc places Kevlar on the pressure plate side and ceramic on the flywheel side--a combination that delivers the best of both materials. Ceramic's higher coefficient of friction provides the hard-hitting bite needed for drag launches and quick shifts, while Kevlar contributes smoother engagement characteristics. The ceramic material contains iron particles that actually increase friction as temperatures rise, making this clutch thrive under sustained abuse in road course and strip conditions where lesser friction materials would fade.

Every Superior clutch disc is hand-assembled in MDL's facility to exacting tolerances. Double-riveted construction ensures the friction material stays put under repeated high-load cycles, while the sprung hub design absorbs driveline shock and smooths power delivery. The diaphragm-style pressure plate provides consistent clamping force across the entire disc surface. This clutch set fits GM bellhousing patterns with a 12-5/8" equalizer bolt pattern and mates to any 26-spline, 1-1/8" input shaft--including TREMEC TKX, TKO, and T56 Magnum transmissions.

MDL's Performance Proven designation means this clutch has survived the rigorous challenges of racing on and off the track. Backed by a 1-year free-from-defect warranty and Made in the USA.

What's Included

• 11" diaphragm-style pressure plate with low lever height
• Kevlar/ceramic friction disc with sprung hub (26-spline, 1-1/8")
• Pilot bushing
• Clutch alignment tool
• 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.

Tilton ST-246 Twin-Disc Clutch & Flywheel Assembly | SBC & BBC 6-Bolt | 1250 lb-ft

Key Features

• 1250 lb-ft torque capacity with solid-hub cerametallic discs for street/strip applications
• Precision-machined aluminum clutch cover shares technology from Tilton's OT-Series racing clutches
• Double-thickness floater plate eliminates gear clatter and improves heat dissipation
• Chromoly steel flywheel with integrated ring gear and precision register for optimal balance
• Heavy-duty straps connect pressure plate and floater plate to minimize noise and ensure clean clutch release
• 26-spline, 1-1/8" input designed for Chevy Small Block and Big Block applications
• Internally balanced flywheel with 6-bolt crank pattern - ready to install
• Compatible with OEM throwout bearings (pilot bearing and throwout bearing not included)

Description

When your Small Block or Big Block Chevy build demands serious holding power, generic twin-disc setups with stamped steel pressure plates fall short. 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 added. This complete clutch and flywheel assembly handles 1250 lb-ft of torque through advanced engineering that Tilton has proven across nearly 50 years of racing clutch development.

The precision-machined aluminum clutch cover shares technology from Tilton's championship-winning OT-Series racing clutches, featuring heavy-duty straps that attach the pressure plate and floater plate to minimize noise and provide clean clutch release. The floater plate is twice the thickness of most competitors, which eliminates the gear rattle that plagues thin-plate designs while providing superior heat dissipation for consistent performance under demanding street/strip use.

The high-mass main pressure plate and floater plate are machined from the same proprietary materials used in Tilton's racing clutches, providing high heat capacity and resistance to warpage. The solid-hub cerametallic discs deliver positive, precise engagement characteristics ideal for street/strip applications where maximum holding power is non-negotiable. Unlike sprung-hub organic designs, the solid hub construction provides the strength required for high-torque applications.

The chromoly steel flywheel features an integrated ring gear and precision register that locates the clutch for optimal balance - eliminating the loose-fitting bolts and dowels used with stamped steel designs. This assembly is internally balanced and ready to install on any Chevy Small Block or Big Block with a 6-bolt crankshaft pattern. Compatible with OEM release bearings; for GM TKO/TKX applications with hydraulic release, see item# MD-900-2507-A for an HRB. Pilot bearing and throwout bearing sold separately. Since 1972, Tilton Engineering has been the leading supplier of small-diameter racing clutches, winning championships in F1, NASCAR, IMSA, IndyCar, SCCA, Formula Drift, and SCORE.

Kit Includes

• Precision-machined aluminum clutch cover with heavy-duty straps
• High-mass pressure plate (proprietary racing clutch material)
• Double-thickness strapped steel floater plate
• Two solid-hub cerametallic clutch discs (26-spline, 1-1/8")
• Chromoly steel flywheel with integrated ring gear (internally balanced, 6-bolt)
• Clutch bolts
• Flywheel bolts
• Clutch alignment tool

Note: Pilot bearing and throwout bearing not included.

[VERIFY: Ring gear tooth count - description states 153-tooth but product attributes show 168-tooth. Please confirm correct tooth count for SBC/BBC 6-bolt application.]

Key Features

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

Description

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

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

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

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

What's Included

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

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

Key Features

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

Description

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

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

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

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

Kit Includes

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

ARP High Performance Flywheel Bolt Kit | 7/16-20 x 1.000 | Ford & GM | Set of 6

Key Features

• 180,000 psi tensile strength -- far exceeds OEM hardware specs
• Flat 12-point head design with 3/4-inch socket for positive engagement
• Larger-than-stock shank diameter for improved flywheel register and crank alignment
• Forged from aerospace alloy and heat-treated prior to thread rolling and machining
• 7/16-20 thread pitch with 1.000-inch under-head length
• Black oxide finish for corrosion resistance
• Fits Chevy 90-degree V6 and 265-454 V8 (2-piece rear seal) plus Ford 289-460 V8
• Made in the USA

Description

Flywheel bolts play a critical role in the safety and performance of any high-output engine. OEM hardware simply is not engineered for the repeated heat cycles, high RPM loads, and sustained torque demands of a performance build. ARP High Performance Series flywheel bolts deliver the strength and reliability that serious drivetrains require -- rated at 180,000 psi tensile strength.

The engineering difference starts at the material level. These bolts are forged from aerospace alloy and heat-treated prior to thread rolling and machining, a process that ensures maximum grain structure integrity and fatigue resistance. The exclusive flat 12-point head design provides superior tool engagement while resisting rounding under high-torque installation. Equally important, the larger-than-stock shank diameter improves flywheel register for precise crank-to-flywheel alignment -- critical for eliminating runout and vibration in performance applications.

This six-bolt kit is sized at 7/16-20 thread with a 1.000-inch under-head length, requiring a 3/4-inch 12-point socket for installation. Fitment covers Chevy 90-degree V6 and 265-454 V8 engines with 2-piece rear main seals, plus Ford 289-460 V8 engines. Whether you are building a weekend cruiser or a dedicated track car, these bolts are a straightforward upgrade from stock hardware. Made in the USA.

Kit Includes

• Six (6) ARP High Performance Series flywheel bolts
• Chromoly steel construction with black oxide finish
• 7/16-20 x 1.000-inch UHL
• Installation lubricant included
• Torque specifications provided
• Manufacturer warranty against defects

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

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

Description

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

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

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

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

What's Included

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

Key Features

• Direct bolt-on 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 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

• 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

• 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

• 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

• 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

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

• 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

• 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.