TREMEC Ford TKX 5-Speed Transmission | 2.87 First, 0.68 Overdrive | 26-Spline

Key Features

• 600 lb-ft torque capacity with 7,500 RPM shift capability and 8,000 RPM engine speed rating
• Gearing ratio (2.87, 1.89, 1.28, 1.00, 0.68) - deep overdrive drops highway RPM for improved cruising
• 26-spline input shaft (1-1/8-inch diameter), 31-spline output shaft
• Compact end-loaded case design fits most transmission tunnels without floor modifications
• Ribbed 3-piece housing (main case, intermediate plate, rear extension) for structural stiffness
• Multi-cone synchronizers with sintered carbon/bronze hybrid rings for smooth high-RPM shifts
• ASTM 4615 special-grade steel gears and shafts with caged needle bearings in all gear positions
• 7.21-inch Ford input shaft length - bolts to Ford TKO/4-speed bellhousing pattern
• 0.670-inch pilot tip with 1.430-inch OD throwout bearing guide tube
• Built-in reverse light switch (left side) and cruise control safety switch (right side)
• Dual speedometer outputs: mechanical 7-tooth Ford gear (adaptable to GM) plus OSS two-wire analog sensor
• Two shifter locations are standard; mid-position kit available separately
• High-performance billet aluminum short-throw shifter included
• Shifter Stub Locations: center line, 12.68”, 16.75” or 19.52” back from the bellhousing face
• Gaskets at all mating surfaces eliminate fluid leaks
• 99 lbs dry weight; 2.7-quart fluid capacity

Overview

If you are making over 400 horsepower and need to upgrade from a tired four-speed, the TREMEC TKX delivers everything your Ford build demands. Unlike repurposed OE transmissions, the TKX was engineered from the ground up specifically for the aftermarket - designed to handle serious power while fitting into classic Mustangs and other vintage Fords without the floor surgery typically required by larger transmissions.

The end-loaded case design is the key to the TKX's compact footprint. TREMEC eliminated the traditional side-loading architecture, resulting in a slimmer, more streamlined case that clears tight transmission tunnels. The three-piece ribbed aluminum housing (main case, intermediate plate, and rear extension) delivers outstanding structural stiffness while reducing overall weight to just 99 lbs dry. Fewer case seams mean fewer potential leak points, and gaskets at all flanges simplify installation.

Inside, the TKX punches well above its weight class. Wide gear widths increase gear life and torque capacity, while tapered roller bearings on the input, output, and countershafts reduce noise and improve durability. Caged needle bearings on the mainshaft optimize performance at all gear positions. The internal three-rail shift system provides robust, precise gear engagement, and the rear mainshaft support bushing has been relocated closer to the gearbox for improved support. Hybrid triple-cone synchronizers made from sintered bronze and carbon deliver smooth, notch-free shifts even at 7,500 RPM.

This close-ratio configuration (2.87 first gear with 0.68 overdrive) keeps your engine in its powerband during spirited driving while dropping highway RPM for improved fuel economy and reduced wear. Short input shaft kits are available for Ford 3-speed and 4-speed bellhousing applications. Made from 100% brand-new OEM-quality components.

What's Included

• TREMEC TKX 5-speed transmission assembly (TCET17765) with 2.87/1.89/1.28/1.00/0.68 gear ratios
• Gaskets for all mating surfaces
• Built-in reverse light switch (left side)
• Built-in cruise control safety switch (right side)
• High-performance short-throw billet aluminum shifter
• Mechanical speedometer drive gear (7-tooth Ford pattern)
• OSS two-wire electronic speedometer sensor (built-in)
• MDL extended warranty: manufacturer warranty plus 1 additional year with 1-year grace period
• Lifetime technical support from MDL

TREMEC Ford TKX 5-Speed | 2.87 First, 0.81 OD | 26-Spline Input, 31 Spline Output

Key Features

• 600 lb-ft torque capacity with 7,500 RPM shift capability and 8,000 RPM engine speed rating
• Gearing ratio (2.87, 1.89, 1.28, 1.00, 0.81) balances strong launches with relaxed highway cruising
• 26-spline input shaft (1-1/8 in. diameter) and 31-spline output shaft for added strength
• Compact end-loaded case design fits most transmission tunnels without floor modifications
• Ribbed 3-piece housing (main case, intermediate plate, rear extension) for structural stiffness
• Multi-cone synchronizers with sintered carbon/bronze hybrid rings for smooth high-RPM shifts
• ASTM 4615 special-grade steel gears and shafts with caged needle bearings in all gear positions
• Ford TKO/Toploader bellhousing bolt pattern - direct upgrade path from 4-speeds
• 7.21-inch Ford input shaft length 0.670-inch pilot tip with 1.430-inch OD throwout bearing guide tube
• Built-in reverse light switch (left side) and cruise control safety switch (right side)
• Dual speedometer outputs: mechanical 7-tooth Ford gear (adaptable to GM) plus OSS two-wire analog sensor
• Gaskets at all mating surfaces eliminate fluid leaks
• High-performance short-throw billet aluminum shifter included
• Shifter Stub Location: 16.75” or 19.52” back from the bellhousing face
• 99 lbs dry weight; 2.7-quart fluid capacity

Description

If you are making over 400 horsepower and need to upgrade from a tired four-speed, the TREMEC TKX delivers everything your Ford build demands. Unlike repurposed OE transmissions, the TKX was engineered from the ground up specifically for the aftermarket - designed to handle serious power while fitting into classic Mustangs and other vintage Fords without the floor surgery typically required by larger transmissions.

The end-loaded case design is the key to the TKX's compact footprint. TREMEC eliminated the traditional side-loading architecture, resulting in a slimmer, more streamlined case that clears tight transmission tunnels. The three-piece ribbed aluminum housing (main case, intermediate plate, and rear extension) delivers outstanding structural stiffness while reducing overall weight to just 99 lbs dry. Fewer case seams mean fewer potential leak points, and gaskets at all flanges simplify installation.

Inside, the TKX punches well above its weight class. Wide gear widths increase gear life and torque capacity, while tapered roller bearings on the input, output, and countershafts reduce noise and improve durability. Caged needle bearings on the mainshaft optimize performance at all gear positions. The internal three-rail shift system provides robust, precise gear engagement, and the rear mainshaft support bushing has been relocated closer to the gearbox for improved support. Hybrid triple-cone synchronizers made from sintered bronze and carbon deliver smooth, notch-free shifts even at 7,500 RPM.

This close-ratio configuration (2.87 first gear with 0.81 overdrive) keeps your engine in its powerband during spirited driving while dropping highway RPM for improved fuel economy and reduced wear. Short input shaft kits are available for Ford 3-speed and 4-speed bellhousing applications. Made from 100% brand-new OEM-quality components.

What's Included

• TREMEC TKX 5-speed transmission assembly (TCET18084) with 2.87/1.89/1.28/1.00/0.81 gear ratios
• High-performance short-throw billet aluminum shifter
• Gaskets for all mating surfaces
• Built-in reverse light switch (left side)
• Built-in cruise control safety switch (right side)
• Mechanical speedometer drive gear (7-tooth Ford pattern, adaptable to GM)
• OSS two-wire analog speedometer sensor
• MDL extended warranty: manufacturer warranty plus 1 additional year with 1-year grace period
• Lifetime technical support from MDL

TREMEC Ford TKX 5-Speed | 3.27 First, 0.72 OD | 26-Spline Input, 31 Spline Output

Key Features

• 600 lb-ft torque capacity with 7,500 RPM shift capability and 8,000 RPM engine speed rating
• Gearing ratio (3.27, 1.98, 1.34, 1.00, 0.72) balances strong launches with relaxed highway cruising
• 26-spline input shaft (1-1/8 in. diameter) and 31-spline output shaft for added strength
• Compact end-loaded case design fits most transmission tunnels without floor modifications
• Ribbed 3-piece housing (main case, intermediate plate, rear extension) for structural stiffness
• Multi-cone synchronizers with sintered carbon/bronze hybrid rings for smooth high-RPM shifts
• ASTM 4615 special-grade steel gears and shafts with caged needle bearings in all gear positions
• Ford TKO/Toploader bellhousing bolt pattern - direct upgrade path from 4-speeds
• 7.21-inch Ford input shaft length 0.670-inch pilot tip with 1.430-inch OD throwout bearing guide tube
• Built-in reverse light switch (left side) and cruise control safety switch (right side)
• Dual speedometer outputs: mechanical 7-tooth Ford gear (adaptable to GM) plus OSS two-wire analog sensor
• Gaskets at all mating surfaces eliminate fluid leaks
• High-performance short-throw billet aluminum shifter included
• Shifter Stub Location: 16.75” or 19.52” back from the bellhousing face
• 99 lbs dry weight; 2.7-quart fluid capacity

Description

If you are making over 400 horsepower and need to upgrade from a tired four-speed, the TREMEC TKX delivers everything your Ford build demands. Unlike repurposed OE transmissions, the TKX was engineered from the ground up specifically for the aftermarket - designed to handle serious power while fitting into classic Mustangs and other vintage Fords without the floor surgery typically required by larger transmissions.

The end-loaded case design is the key to the TKX's compact footprint. TREMEC eliminated the traditional side-loading architecture, resulting in a slimmer, more streamlined case that clears tight transmission tunnels. The three-piece ribbed aluminum housing (main case, intermediate plate, and rear extension) delivers outstanding structural stiffness while reducing overall weight to just 99 lbs dry. Fewer case seams mean fewer potential leak points, and gaskets at all flanges simplify installation.

Inside, the TKX punches well above its weight class. Wide gear widths increase gear life and torque capacity, while tapered roller bearings on the input, output, and countershafts reduce noise and improve durability. Caged needle bearings on the mainshaft optimize performance at all gear positions. The internal three-rail shift system provides robust, precise gear engagement, and the rear mainshaft support bushing has been relocated closer to the gearbox for improved support. Hybrid triple-cone synchronizers made from sintered bronze and carbon deliver smooth, notch-free shifts even at 7,500 RPM.

This close-ratio configuration (3.27, first gear with 0.72 overdrive) keeps your engine in its powerband during spirited driving while dropping highway RPM for improved fuel economy and reduced wear. Short input shaft kits are available for Ford 3-speed and 4-speed bellhousing applications. Made from 100% brand-new OEM-quality components.

What's Included

• TREMEC TKX 5-speed transmission assembly (TCET18085) with 3.27/1.98/1.34/1.00/0.72 gear ratios
• High-performance short-throw billet aluminum shifter
• Gaskets for all mating surfaces
• Built-in reverse light switch (left side)
• Built-in cruise control safety switch (right side)
• Mechanical speedometer drive gear (7-tooth Ford pattern, adaptable to GM)
• OSS two-wire analog speedometer sensor
• MDL extended warranty: manufacturer warranty plus 1 additional year with 1-year grace period
• Lifetime technical support from MDL

Key Features

• Direct bolt-on fitment for TREMEC 3550, TKO, TKO-500, TKO-600, and TKX transmissions - no adapters required
• Fits Ford small block 6-bolt engines: 289, 302, 351W, 351C, and 5.0L
• Designed for 157 tooth flywheel with diaphragm-style clutch
• 4.850-inch inside diameter register bore
• Triple actuation compatibility: cable, hydraulic (internal or external slave), and mechanical linkage (Fulcrum sold separately)
• OEM-quality cast aluminum construction - not SFI approved
• Stock replacement for '79-'82 Mustang SROD 4-speed bellhousing (D9ZC-6394-BA)
• Recommended for street applications under 500hp - steel bellhousing advised for racing or 500hp+ builds
• Includes factory-installed pivot ball stud and washer

Description

Upgrading a Ford small block to a modern TREMEC 5-speed shouldn't require a stack of adapters and custom machining. This aluminum bellhousing provides direct bolt-on fitment between 6-bolt Ford small block V8 engines and TREMEC's entire 5-speed lineup - the TKX, TKO, TKO-500, TKO-600, and TR-3550 - with no modifications required. It's also a stock replacement for the '79-'82 Mustang SROD 4-speed bellhousing (OE part D9ZC-6394-BA), making it ideal for both TREMEC upgrades and period-correct restorations.

Cast aluminum construction keeps weight manageable while delivering the strength needed for street performance builds. The 4.850-inch register bore and 157 tooth flywheel compatibility ensure proper geometry with your diaphragm-style clutch setup. The factory-installed pivot ball stud provides the precise mounting point for clutch fork actuation, eliminating guesswork during assembly.

Versatile clutch actuation options make this bellhousing work with virtually any build direction. Cable-actuated systems connect directly, while hydraulic setups - whether running internal or external slave cylinders - mount without modification. Mechanical linkage conversions are also supported; pair with MDL fulcrum adapters for proper geometry. A matching block plate (MD-401-1106) completes the installation.

This bellhousing is designed for street cruising applications under 500 horsepower. For racing or builds exceeding 500hp, a steel scatter shield bellhousing is recommended for safety. Compatible engines include Ford 289, 302, 351W, 351C, and 5.0L small blocks with the 6-bolt bellhousing pattern. Made in the USA.

What's Included

• Cast aluminum bellhousing with natural finish
• Pivot ball stud (pre-installed)
• Washers for pivot stud (installed)

Key Features

• Spin-formed high-grade steel construction work-hardens to over 80,000 PSI -- more than twice the strength of rolled or stamped steel bellhousings
• 6.925-inch bellhousing depth with universal 4.850/4.910-inch transmission bore
• Requires 157-tooth flywheel with maximum 10.5-inch clutch diameter
• Approximately 20 lbs. -- lightweight design without sacrificing protection
• Universal fit bellhousing (not vehicle-specific) -- ideal for engine swaps and custom builds
• Compatible with mechanical, cable, or hydraulic clutch release systems
• Non-SFI certified (not legal for quarter-mile times of 11.49 or faster)
• 100% made in the USA

Description

Eliminate bellhousing flex and the accelerated drivetrain wear that comes with it. The QuickTime RM-6060 steel bellhousing connects Ford small block engines (289, 302, 351C, 351W) to Ford T5 Mustang, TKO 500/600, TKX, or TR3550 transmissions using standard-length input shafts. Unlike cheaper alternatives made from rolled or stamped steel, QuickTime's unique spin-forming process creates a cone that maintains perfect engine-to-transmission alignment throughout the entire RPM range.

The engineering advantage is measurable: high-grade steel that work-hardens to over 80,000 PSI delivers more than twice the strength of competing steel bellhousings while keeping weight down to approximately 20 pounds. This rigidity translates directly to reduced input shaft wear, consistent clutch engagement, and improved power transfer. The bellhousing is 6.925 inches deep with a universal transmission bore of 4.850/4.910 inches, designed for use with 157-tooth flywheels and clutches up to 10.5 inches.

This is a universal-fit bellhousing -- not vehicle-specific -- making it ideal for engine swaps, restomod builds, and custom applications where the factory bellhousing won't work. Universal shifter fork brackets accommodate mechanical, cable, or hydraulic clutch linkages. Note that transmission mounting bolts are not included. QuickTime holds patents on 16 points of bellhousing design and process, with input from OEM engineers, engine builders, transmission builders, and racers. Made in the USA.

Important: This bellhousing is NOT SFI certified. Many sanctioning bodies require SFI 6.1 certification for cars running 11.49 or faster in the quarter mile. If you need SFI certification, see QuickTime RM-6065.

Kit Includes

• QuickTime RM-6060 steel bellhousing with black painted finish
• Full engine block plate
• Pivot ball
• Universal shifter fork brackets (for diaphragm or cable-operated linkage)
• Grade 8 mounting bolts (engine side)
• Installation instructions
• MDL lifetime technical support

Key Features

• SFI 6.1 certified - required for quarter-mile times of 11.49 seconds or faster
• Spun cone construction - not rolled or stamped - for maximum dimensional stability and accuracy
• High-grade steel work hardens to over 80,000 PSI strength
• Over twice the strength of other steel bellhousings at only 22 pounds
• Universal transmission bore: 4.850/4.910 inches
• 6.925-inch bellhousing depth
• Uses 157-tooth flywheel with clutches up to 10.5 inches
• Universal fit - not vehicle specific
• Compatible with cable, hydraulic, or mechanical clutch release
• Pivot ball and fork brackets included
• 100% made in the USA

Description

When you're running deep into the 11s or faster, track officials aren't going to let you stage without an SFI-certified bellhousing. The QuickTime RM-6065 delivers that certification while solving another critical problem: bellhousing flex. Lesser bellhousings made from rolled or stamped steel distort under load, causing accelerated wear on your input shaft, pilot bearing, and clutch assembly. QuickTime's patented spin-forming process creates a bellhousing that maintains perfect engine-to-transmission alignment throughout the entire RPM range.

The difference is in the manufacturing. QuickTime cones are spun rather than rolled or stamped, resulting in the most dimensionally stable bellhousing on the market. This high-grade steel construction work hardens to over 80,000 PSI - more than twice the strength of conventional steel bellhousings - while keeping weight down to just 22 pounds. The compact design provides clearance for headers without requiring tunnel modifications.

The RM-6065 connects 6-bolt small block Ford engines (289, 302, 351W, 351C) to Ford-pattern T5 (standard-length input shaft), TR3550, TKO 500/600, or TKX transmissions. The universal 4.850/4.910-inch transmission bore accommodates all these gearboxes, while the 157-tooth flywheel compatibility and 10.5-inch maximum clutch diameter handle serious power. Universal fork brackets work with diaphragm or cable-operated linkage, and the bellhousing accepts cable, hydraulic, or mechanical clutch release systems.

This is a universal fit bellhousing - not vehicle specific - making it ideal for swaps, restorations, and custom builds where you need proven SFI 6.1 protection without compromise. Proudly made in the USA with patents on 16 points of bellhousing design and process.

Kit Includes

• QuickTime RM-6065 steel bellhousing with black finish
• Full engine block plate
• Pivot ball
• Fork brackets
• Grade 8 mounting hardware
• Installation instructions

Note: Transmission mounting bolts not included.

Key Features

• Bolt lengths sized specifically for steel bellhousing applications - not interchangeable with aluminum bellhousing hardware
• Grade 8 steel construction for maximum clamping force and durability
• Hardened washers included for proper load distribution across mounting surfaces
• Complete hardware set for attaching Ford TKX transmission to steel bellhousings
• Compatible with QuickTime and Lakewood steel scatter shields for Ford applications
• Made in the USA

Description

When upgrading to a TREMEC TKX 5-speed transmission, factory T5 transmission-to-bellhousing bolts are incompatible with TKX applications. This hardware kit provides the correct bolt lengths and grade specifically engineered for steel bellhousing installations on Ford applications. Steel bellhousings require different bolt lengths than aluminum bellhousing kits - using the wrong hardware can result in improper engagement, case damage, or unsafe mounting conditions.

This MDL hardware kit solves the sourcing headache by providing the exact fasteners needed for your steel bellhousing installation. The Grade 8 bolts deliver the clamping force necessary to handle the TKX's 600 lb-ft torque capacity, while hardened washers ensure even load distribution across the bellhousing mounting flange. Proper hardware is critical - never use transmission-to-bellhousing bolts to draw or pull the transmission up to the bellhousing, as damage to the pilot bearing and transmission case ears may result.

This kit is designed for use with popular steel scatter shields including QuickTime and Lakewood bellhousings for Ford small block applications paired with the TKX transmission. When installing, ensure the transmission is fully seated by hand against the bellhousing before torquing fasteners to specification. Made in the USA with lifetime tech support from MDL.

What's Included

• Grade 8 steel transmission-to-bellhousing bolts (sized for steel bellhousing applications)
• Hardened steel washers
• Lifetime tech support from MDL

Key Features

• Transmission-mounted design bolts to the left two bellhousing bolts on QuickTime RM-6060/RM-6065 steel bellhousings
• Converts cable-actuated clutch release to smooth hydraulic operation
• 0.75-inch bore slave cylinder with adjustable pushrod for precise clutch adjustment
• Uses existing OEM cable-style clutch fork and pivot socket - no fork modifications required
• External mounting clears long-tube headers and provides easy access for bleeding and service
• -4AN braided stainless steel line and fittings included
• Low-to-medium pedal effort rating for comfortable street driving
• Made in the USA with lifetime technical support

Description

Clutch cables on Fox-body and SN95 Mustangs wear out, bind, and add unnecessary pedal effort - especially when routed around long-tube headers. The LF Series External Hydraulic Slave Kit eliminates those headaches by converting QuickTime RM-6060 and RM-6065 steel bellhousings from cable actuation to smooth, consistent hydraulic release. Designed specifically for small block Ford applications running TKO 500/600, TKX, TR3550, or T5 transmissions, this transmission-mounted system delivers reliable clutch engagement without the clearance compromises of internal slave designs.

The key to this kit's simplicity is its external, transmission-mounted bracket design. Rather than replacing your cable-style clutch fork, the 0.75-inch bore slave cylinder bolts directly to the left two bellhousing bolts and pushes from the rear of the fork - mimicking the mechanical action of a cable system with the precision of hydraulics. The adjustable pushrod allows fine-tuning of clutch engagement point without disassembly, while the external bleeder port makes maintenance straightforward. The compact mounting location tucks the cylinder out of the way of headers and exhaust components that typically interfere with cable routing.

When paired with an MDL LF Series master cylinder kit, you get a complete engineered hydraulic clutch system designed to work together. The matched bore sizes and stroke lengths take the guesswork out of hydraulic ratio calculations, delivering consistent pedal feel and full clutch disengagement. This kit is compatible with both the QuickTime RM-6060 (non-SFI) and RM-6065 (SFI 6.1 certified) bellhousings for small block Ford 302/351W applications. Uses DOT 3 or DOT 4 brake fluid - no special high-temp fluid required. Made in the USA.

What's Included

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

Key Features

• SFI certified billet steel construction for high-RPM safety and durability
• 157-tooth ring gear for classic Ford small block applications
• Zero balance (internally balanced) - no external counterweight required
• Dual clutch pattern: 10" long and 10.4" metric diaphragm compatible
• 6.00" clutch damper counter-bore diameter
• 6-bolt crankshaft mounting pattern
• Weight: 28 lbs
• Pre-installed metric alignment pins for 10.4" clutch setup
• Made in the USA with US-milled steel

Description

When you're building a high-revving Ford small block, your flywheel needs to handle the abuse without becoming a liability. Cast iron flywheels can crack under stress, and non-certified components may not meet the safety standards required at the track. This SFI certified billet steel flywheel delivers the strength and peace of mind that serious builds demand - meeting the rigorous testing standards established by the SFI Foundation for replacement flywheels and clutch assemblies.

The billet steel construction provides superior tensile strength compared to cast alternatives, resisting the centrifugal forces that tear lesser flywheels apart at high RPM. The lightweight design reduces rotating mass for quicker throttle response and faster revs, while maintaining enough thermal mass for consistent clutch engagement. Zero balance (internal balance) simplifies installation on Ford 289, 302, 351W, and 351C engines that use internally balanced rotating assemblies.

Versatility is built into the design with dual clutch bolt patterns. The 10" long pattern accepts 5/16" pressure plate bolts, while the 10.4" metric pattern uses 8mm bolts - and the metric alignment pins come pre-installed so you're ready for either setup. The 6.00" clutch damper counter-bore provides proper clearance for diaphragm-style pressure plates. Note that 157-tooth flywheels require a 3/4" offset starter (often labeled as "automatic" in parts catalogs) for proper ring gear engagement.

Manufactured in the USA with US-milled steel, this flywheel delivers the quality and consistency that American craftsmanship is known for. Whether you're building a weekend warrior or a dedicated track car, SFI certification means this flywheel meets the standards required by most sanctioning bodies for competition use.

Kit Includes

• Billet steel flywheel with 157-tooth ring gear
• Pre-installed 10.4" metric clutch alignment pins

Key Features

• Lighten billet steel construction resists stress cracking and handles higher RPM loads than cast iron
• 157-tooth ring gear with 28oz external imbalance for pre-1982 Ford 289/302/351W engines
• Dual clutch bolt patterns accommodate both 10" and 10.5" pressure plates
• 28 lb weight balances reduced rotational mass with smooth street drivability
• 6-bolt crankshaft mounting pattern; clutch alignment pins included
• Compatible with Ford Racing 363/427ci crate engines
• Precision-machined from US-milled steel; Made in the USA

Overview

Factory cast iron flywheels have their limits. At high RPM or under aggressive clutch clamping loads, they can develop stress cracks that compromise both performance and safety. This lighten billet steel flywheel replaces that weak link with a material that's fundamentally stronger—billet steel resists cracking and remains stable under the demands of performance driving.

The "lighten" designation refers to strategic material removal that reduces rotational mass without sacrificing structural integrity. At 19 lbs, this flywheel strikes the sweet spot between weight reduction and street manners—light enough for improved throttle response and quicker revs, yet heavy enough to maintain smooth idle characteristics and prevent the stalling issues common with ultra-lightweight aluminum units. The result is a flywheel that feels responsive on throttle tip-in while still delivering civilized behavior in traffic.

Dual clutch bolt patterns machined into the friction surface eliminate fitment guesswork, accepting both 10" and 10.5" pressure plates. The 157-tooth ring gear and 28oz external imbalance match OE specifications for pre-December 1982 small block Fords, ensuring proper starter engagement and crankshaft balance. This flywheel fits Ford 289, 302, and 351W Windsor engines, plus Ford Racing 363ci and 427ci stroker crate motors that use the 28oz balance specification.

Six-bolt crankshaft mounting provides secure attachment, while included clutch alignment pins ensure proper disc positioning during installation. Every flywheel is precision-machined from US-milled steel and manufactured in the USA.

What's Included

• Lighten billet steel flywheel (28 lbs)
• 157-tooth ring gear (installed)
• Clutch alignment pins

Billet Steel SFI Flywheel | Ford Small Block | 157 Tooth | 28oz | 10"-10.5" Clutch

Key Features

• Lightened billet steel construction 
• SFI certified for racing sanctioning bodies requiring SFI-rated drivetrain components
• 28oz external balance for pre-1982 Ford 221, 260, 289, 302, and 351W engines
• Dual bolt pattern accepts both 10" and 10.5" clutch assemblies
• 157-tooth hardened ring gear for proper starter engagement
• Six-bolt crankshaft mounting pattern -- standard Ford small block fitment
• CNC-machined friction surface for consistent clutch engagement
• Made in the USA with lifetime technical support from MDL

Description

Cast iron flywheels can't handle serious RPM or the repeated abuse of high-horsepower launches. This billet steel flywheel is precision CNC-machined from certified steel, engineered to survive the stress levels that crack and shatter cast units. At 19 pounds, it sheds significant rotating mass compared to heavy OEM flywheels -- translating to quicker revs, faster deceleration between shifts, and reduced parasitic drag on the crankshaft.

The 28oz external balance is critical: all Ford 221, 260, 289, 302, and 351W engines built before December 1982 use a 28-ounce offset balance. Mismatch the balance weight and you'll introduce severe harmonic vibration that punishes bearings and shortens engine life. Post-1981 5.0L High Output engines switched to a 50oz balance -- this flywheel is not for those applications. Match your balance weight to your engine's build date, not the vehicle year.

The dual bolt pattern accommodates both 10" and 10.5" clutch assemblies, giving you flexibility when selecting or upgrading your pressure plate without swapping flywheels. The 157-tooth ring gear is the standard configuration for most small block Ford manual transmission applications in vintage Mustangs, Falcons, Fairlanes, and similar platforms.

SFI certified for competition use where sanctioning bodies require rated flywheel and clutch assemblies. Compatible with Ford small block Windsor engines using the standard six-bolt crankshaft mounting pattern and requiring 28oz external balance. Made in the USA with lifetime technical support from MDL.

What's Included

• Lightened billet steel flywheel (28lbs) with CNC-machined friction surface
• 157-tooth hardened steel ring gear (installed)
• 28oz external balance weight (installed)
• Clutch alignment pins
• Lifetime technical support from MDL

Key Features

• Billet steel construction - stronger than cast iron, resists stress cracking at high RPM
• 50oz external balance - correct for factory 1981-1995 Ford 5.0L Windsor engines
• Dual clutch pattern - accommodates both 10.5" metric diaphragm and 10" long-style pressure plates
• 157-tooth ring gear for high-performance starter applications
• 6-bolt crankshaft mounting pattern
• 6.00" clutch damper counter-bore
• Metric alignment pins pre-installed - eliminates installation guesswork
• Made in the USA with domestically-milled steel

Description

Factory cast iron flywheels become the weak link when you push serious power through a 5.0L Windsor. Cast iron is prone to stress cracking under repeated high-RPM clutch engagement, and a cracked flywheel at speed is a catastrophic failure waiting to happen. This lightened billet steel flywheel delivers the strength needed for high-performance street builds and competition use while shaving weight to improve engine response.

Billet steel is considerably stronger than cast iron and remains free of the stress cracks that plague factory flywheels under heavy use. The lightened design reduces rotational mass compared to standard-weight flywheels, allowing faster throttle response on acceleration and quicker RPM drop on deceleration - a noticeable improvement whether you're rowing through gears on the street or chasing lap times. The 50oz external balance matches factory 5.0L engine specifications for 1981-1995 applications, ensuring smooth operation with no vibration.

The dual clutch pattern provides flexibility in clutch selection, accepting both 10.5" metric diaphragm pressure plates and 10" long-style setups. Metric alignment pins come pre-installed to ensure proper clutch disc centering during installation. Note that diaphragm clutches require metric pressure plate bolts (MD-403-2003 or MD-403-2003ARP), while the 10" long pattern uses 5/16" bolts (MD-403-2004).

Engineered for Ford small block Windsor engines with 157-tooth starter ring gear applications. Fits all 1981-1995 Ford 5.0L engines requiring 50oz external balance. Proudly made in the USA using US-milled billet steel.

What's Included

• Lightened billet steel flywheel with 157-tooth ring gear
• Metric clutch alignment pins (pre-installed)

Key Features

• Lightweight aluminum construction at 19 lbs - significantly lighter than cast iron for faster engine response
• Riveted steel clutch facing for superior durability and heat dissipation
• Dual clutch bolt pattern: 10" Long and 10.4" metric with dowel pins for maximum compatibility
• Zero balance configuration standard; can be ordered with 28 oz or 50 oz counterweight options
• 157-tooth steel ring gear mechanically fastened to flywheel body - prevents ring gear separation
• 6-bolt crankshaft mounting pattern for Ford small block engines
• Made in the USA

Description

Shed rotational mass without sacrificing reliability. This lightweight aluminum flywheel weighs just 19 lbs compared to heavy cast iron units, helping your engine reach higher RPMs quicker due to reduced rotating mass. That reduced inertia translates to improved throttle response and acceleration - the engine spends less energy spinning up the flywheel and more energy putting power to the wheels.

The riveted steel clutch facing provides superior heat dissipation and wear characteristics compared to bonded surfaces. Unlike cheaper aluminum flywheels that use pressed-on ring gears, this 157-tooth steel ring gear is mechanically fastened to the flywheel body, preventing the ring gear separation failures that can occur under high-stress conditions. The dual bolt pattern accommodates both vintage 10" Long-style and modern 10.4" metric pressure plates with dowel pins - eliminating compatibility guesswork across Ford's clutch evolution.

Engineered specifically for Ford small block 289, 302, and 351W Windsor engines, this flywheel comes standard as zero balance for internally balanced engines. For externally balanced applications, 28 oz or 50 oz counterweight options are available to match your specific crankshaft requirements - pre-1981 302s and all 351Ws use 28 oz imbalance, while 1981+ 302/5.0L engines require 50 oz.

Note: Aluminum flywheels spin up faster but have less stored energy than cast iron, which can make the engine easier to stall at low RPMs. If paired with a dual clutch set, this helps offset some of the characteristics. Aluminum flywheels should never be paired with ceramic or bronze clutches due to the added heat they generate. It is recommended to warm the flywheel before installing on the crank. Not SFI approved - intended for street performance and moderate competition use. Made in the USA with lifetime technical support.

What's Included

• CNC-machined aluminum flywheel body (19 lbs)
• Riveted steel clutch facing
• 157-tooth steel ring gear (mechanically fastened)
• Clutch alignment dowel pins for 10.5" clutch applications
• Lifetime technical support

Key Features

• Lightweight aluminum flywheel body with riveted steel clutch facing for superior heat dissipation
• 157-tooth ring gear for small bellhousing applications
• 28oz external balance for pre-1981 Ford 289, 302, and all 351W engines
• 6-bolt crankshaft mounting pattern
• Includes dowel pins for 10.5-inch diaphragm clutch pattern
• High-carbon steel ring gear riveted to flywheel body prevents slipping under load
• Made in the USA

Description

Ditch the heavy factory cast iron flywheel and drop serious rotating mass from your Ford small block. This aluminum flywheel delivers the weight reduction performance builds demand while maintaining the durability street engines require. Lighter rotating mass means quicker engine response and faster acceleration through the gears - your engine revs up and recovers faster between shifts.

The engineering here focuses on heat management and longevity. The riveted steel clutch facing provides a durable friction surface that handles heat far better than aluminum-on-aluminum contact, preventing warping and premature wear in spirited driving. The high-carbon steel ring gear is riveted to the aluminum body rather than pressed or shrunk on - this prevents the ring gear from walking off the flywheel under the repeated thermal cycling and shock loads of hard use.

This flywheel carries the correct 28oz external balance for pre-1981 Ford 289 and 302 engines, as well as all 351 Windsor engines regardless of year. The 157-tooth ring gear is sized for small bellhousing applications - the compact aluminum bellhousing, not the larger cast iron 164-tooth style. Includes dowel pins for proper clutch alignment with 10.5-inch diaphragm clutch kits.

Installation note: It is recommended to warm the flywheel before installing on the crankshaft for proper thermal expansion and fit. Aluminum flywheels should not be paired with ceramic or bronze-faced clutch discs due to the excessive heat these materials generate. Made in the USA.

What's Included

• Aluminum flywheel with steel clutch facing
• 157-tooth steel ring gear (riveted)
• Clutch alignment dowel pins for 10.5-inch clutch

Key Features

• Riveted steel clutch facing permanently fastened to aluminum body - prevents ring gear separation under high loads
• 157-tooth ring gear for proper starter engagement on 5.0L HO applications
• 50oz external counterweight matches factory balance on 1981-1995 Ford 5.0L HO engines
• 19 lb total weight - reduces rotating mass versus stock cast iron flywheels
• Six-bolt crankshaft mounting pattern for direct replacement installation
• 10.4" metric clutch bolt pattern with alignment pins
• Made in the USA

Description

Cut rotating mass from your 5.0L drivetrain with this aluminum flywheel, purpose-built for 1981-1995 Ford 5.0L HO engines. Weighing just 19 lbs, it delivers noticeably quicker throttle response and faster RPM changes compared to stock cast iron units - ideal for road racing, autocross, and spirited street driving where nimble engine response matters more than low-RPM grunt.

The critical engineering detail is the riveted steel clutch facing. Unlike cheaper aluminum flywheels that rely on shrink-fit alone, this design permanently fastens the steel ring gear to the aluminum body using mechanical fasteners. This prevents the ring gear from walking or separating under hard launches and high-heat clutch engagement - a common failure mode when differential thermal expansion rates cause the steel ring gear to loosen on an aluminum body.

The 50oz external imbalance is factory-correct for Ford 5.0L HO engines from 1981-1995, ensuring smooth operation without vibration. The 157-tooth ring gear matches OEM specifications for proper starter motor engagement. Six-bolt crankshaft attachment follows Ford's original pattern, and the 10.4" metric clutch bolt pattern with alignment pins accommodates most performance clutch upgrades.

Important: Aluminum flywheels reduce stored rotational energy, which can make low-RPM driving feel less forgiving - they're easier to stall from a stop. This flywheel should not be paired with ceramic or bronze clutch discs, as the excessive heat generated can damage the aluminum body. It is recommended to warm the flywheel before installing on the crankshaft for optimal fit. Made in the USA.

What's Included

• Aluminum flywheel with riveted steel clutch facing
• Clutch alignment pins

Key Features

• Dual Kevlar friction facings on both flywheel and pressure-plate sides for consistent engagement and heat resistance
• Heavy-duty diaphragm pressure plate matched to 26-spline x 1-1/8" input hub
• Cable-profile throwout bearing also compatible with hydraulic release systems
• 10.4" metric bolt pattern with alignment dowel pin holes - uses 8mm pressure plate bolts
• Hand-assembled in-house with double-riveted construction for balance and durability
• Sprung hub design absorbs driveline shock for smoother engagement
• 500 ft-lb torque capacity for performance street and open tracking applications
• 1-year free-from-defect warranty

Description

When you're building a Ford with a 26-spline transmission and need a clutch that handles real power without fighting you in traffic, this Superior 10.4" metric kit delivers. The dual Kevlar friction surfaces provide aggressive holding power with manageable street manners - Kevlar's thermal stability means consistent engagement under repeated hard use without the grabby, on-off characteristics of ceramic facings. This is the clutch for performance street builds and open track days where you need confidence in the drivetrain, not a sore left leg.

MDL builds every Superior clutch disk in-house with double-riveted construction - not bonded like cheaper alternatives. This assembly method ensures precise balance across the disc, eliminates hot spots that cause premature failure, and maintains structural integrity under high heat and repeated engagement cycles. The heavy-duty diaphragm pressure plate increases clamp load over stock units to support the 500 ft-lb torque rating.

The 26-spline x 1-1/8" input hub with sprung center fits modern TREMEC TKX, TKO-600, and T5 transmissions, as well as period-correct '86-'95 Ford 5.0L applications with upgraded transmissions. The cable-profile throwout bearing is designed for Ford cable-actuated systems but also works with hydraulic release setups, giving you flexibility for transmission swaps and clutch system upgrades.

Every component is checked and double-checked for accuracy before shipping - you receive a ready-to-install premium assembly right out of the box. Performance Proven products have survived the rigorous challenges of racing on and off the track. Made in the USA and backed by a 1-year free-from-defect warranty.

What's Included

• Heavy-duty diaphragm pressure plate - 10.4" metric bolt pattern with dowel pin holes
• 10.4" clutch disc with dual Kevlar friction facings - sprung hub
• 26-spline x 1-1/8" input shaft hub
• Cable-profile throwout bearing (hydraulic compatible)
• Pilot bearing
• Clutch disc alignment tool
• Installation and break-in instructions
• Lifetime technical support

Superior 10.4" Metric Clutch Kit | Ford 1986-1995 | Kevlar/Ceramic 26-Spline Cable

Key Features

• Kevlar facing on flywheel side, ceramic facing on pressure plate side for aggressive bite with smooth engagement
• 600 lb-ft torque rating handles serious street/strip power
• 26-spline, 1-1/8" hub diameter fits TREMEC TKO, TKX, and T5 with 26-spline input
• 10.4" metric bolt pattern with 3 alignment dowel pin holes
• Cable-style throw-out bearing included (also compatible with hydraulic systems)
• Diaphragm-style pressure plate with 8mm bolt holes
• Sprung hub design reduces drivetrain shock and chatter
• Hand-assembled and double-riveted in MDL's Caldwell, Idaho facility
• 1-year free-from-defect warranty

Description

When you need more holding power than a full-Kevlar disc can deliver but want to preserve some street manners, the Superior Kevlar/Ceramic clutch assembly is the answer. This hybrid design places Kevlar on the flywheel side for smooth engagement and extended life, while the ceramic facing on the pressure plate side delivers the aggressive bite and heat resistance demanded by drag launches and high-RPM road racing shifts. Great for 1986-1995 Ford applications running the 10.4" metric bolt pattern.

Ceramic friction material works harder as temperatures climb--the iron content in MDL's ceramic compound actually increases friction under heat, making this clutch stronger during abuse rather than weaker. That's why ceramic is the go-to choice for higher horsepower builds, quick shifts in road racing, and hard-launching drag cars. When a larger diameter disc isn't an option, the higher coefficient of friction delivers more holding power from the same surface area and clamp load.

Every Superior clutch assembly is hand-built in MDL's Caldwell facility using double-riveted construction and exacting quality standards. Each unit is checked and double-checked for accuracy before it ships, so you receive a ready-to-install premium product right out of the box. The 26-spline, 1-1/8" hub fits transmissions like the TREMEC TKO, TKX, or any 26-spline T5 variant. The included cable-profile throw-out bearing also works with hydraulic release systems, giving you flexibility in your drivetrain setup.

Designed for the 10.4" metric pressure plate pattern with 3 alignment dowel pin holes--uses 8mm pressure plate bolts. Made in the USA and backed by MDL's 1-year free-from-defect warranty.

What's Included

• Diaphragm-style pressure plate (8mm bolt holes, metric pattern)
• Clutch disc with Kevlar/ceramic hybrid facings, 26-spline x 1-1/8" sprung hub
• Cable-profile throw-out bearing (hydraulic compatible)
• Pilot bearing
• Clutch alignment tool
• 1-year free-from-defect warranty

Key Features

• 800 horsepower capacity for high-performance street applications
• 26 x 1-1/8" input spline configuration with 246mm (9.687") disc diameter
• Economically priced twin disc design - uses your existing flywheel
• Organic/organic friction facings deliver smooth engagement with soft pedal effort
• Sprung hub discs for excellent release characteristics and driveability
• Diaphragm pressure plate with 10" Long bolt pattern and 8mm hardware
• Small ring adapter fits Ford 157T flywheels
• Street-focused design - not intended for competition use
• Made in the USA

Description

When you've built serious power but need a clutch that remains civilized on the street, the McLeod RST twin disc clutch kit delivers an economically priced solution for high-horsepower Ford applications. This kit solves the fundamental problem of single-disc clutches that either slip under power or become unbearably harsh for daily driving - without requiring you to purchase a new flywheel.

Capable of handling 800 horsepower, this clutch manages extreme power while remaining street-friendly. The twin-disc design spreads clamping loads across two organic friction surfaces, reducing pressure plate spring tension compared to equivalent single-disc setups. Organic-faced twin sprung hub friction discs provide smooth engagement with soft pedal effort and excellent release characteristics, making this ideal for enthusiasts who demand performance without sacrificing driveability.

The small ring adapter configuration works with Ford 157T flywheel bolt patterns. The 26 x 1-1/8" input spline accommodates transmissions like the TKO-500/600, TKX, and T56 Magnum. McLeod's patent-pending adapter ring ensures proper pressure plate positioning and prevents the binding issues common with universal adapters. This kit requires your existing flywheel, which must be properly resurfaced before installation. Flywheel surface must have a coarse texture from a stone grinder - if you run your fingernail across it, the texture should catch your nail.

Compatible with Ford applications using 10" Long bolt patterns with 8mm hardware for 10.5" bellhousing configurations. Note: This clutch is designed for high-horsepower street use and is not intended for competition environments. Made in the USA.

What's Included

• Diaphragm pressure plate (10" Long bolt pattern)
• Two organic friction discs (246mm diameter, 26 x 1-1/8" spline, sprung hub)
• Floater plate
• McLeod patent-pending small ring adapter
• Pilot alignment tool
• Installation instructions
• Flywheel clutch pattern chart

Note: This kit does not include a pilot bearing or throwout bearing.

Key Features

• 1,000hp torque capacity - built for extreme horsepower street/strip applications
• Dual ceramic friction discs provide slightly aggressive engagement with soft pedal effort
• 9.687-inch (246mm) disc diameter with 1-1/8-inch x 26-spline input shaft
• Patent-pending large gold metric adapter ring - bolts to your existing flywheel
• Blanchard ground floater plate distributes heat evenly and reduces driveline noise
• Diaphragm pressure plate delivers consistent clamping force with lighter-than-stock pedal feel
• Solid hub design for maximum torque transfer
• Fits Ford 164T Modular (4.6L, 5.0L Coyote, 5.4L) and GM 168T LS1/LS6 flat-style flywheels
• No dedicated flywheel required - economical upgrade path for high-power builds

Description

When your build pushes past 500hp and you still want to drive it on the street, single-disc clutches start showing their limits. The McLeod RXT twin disc clutch kit delivers 1,000hp holding capacity in a package that maintains street manners - soft pedal effort, smooth engagement, and the kind of durability that lets you drive to the track, run quarter-mile passes, and drive home without drama.

The engineering centers on dual ceramic friction discs mounted to a Blanchard ground floater plate. The ceramic facings provide slightly aggressive engagement with excellent release characteristics - enough grip for serious power without the on-off grabbiness that makes some racing clutches miserable in traffic. The floater plate distributes heat across both friction surfaces, preventing the hot spots that kill single-disc setups under sustained abuse. McLeod's diaphragm pressure plate maintains consistent clamping force throughout the disc's lifespan while actually delivering lighter-than-stock pedal effort.

This kit uses McLeod's patent-pending large gold metric adapter ring, eliminating the need for a dedicated flywheel. The adapter ring bolts directly to flat-style metric flywheels found on Ford 164T Modular engines (4.6L, 5.0L Coyote, 5.4L) and GM 168T LS1/LS6 applications. Critical note: this kit will NOT fit factory 2011-17 Coyote flywheels, recessed LS2/LS3/LS7 flywheels, or flywheels with crank reliefs larger than 6.250 inches in diameter. The 1-1/8-inch x 26-spline input shaft fits T-45, TR-3650, T-56, TR-6060, and TREMEC Magnum transmissions with 26-spline inputs.

Break-in requires 500-750 miles of stop-and-go city driving to properly seat the friction surfaces - no drag racing or dyno pulls until you've actuated the clutch 1,200-1,500 times. Always resurface the flywheel with a coarse stone-ground finish, replace the pilot bearing, and verify bellhousing alignment during installation. This kit does not include a pilot bearing or throwout bearing.

What's Included

• Diaphragm pressure plate
• Two ceramic friction discs (9.687-inch diameter, solid hub)
• Blanchard ground floater plate with noise-reducing straps
• Large gold metric adapter ring - CNC-machined and anodized (patent-pending)
• Pilot alignment tool
• Installation instructions
• Lifetime tech support from Modern Driveline

Note: Pilot bearing and throwout bearing not included - must be sourced separately for your application.

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

Key Features

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

Description

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

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

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

Kit Includes

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

Key Features

• Premium-grade 8740 chromoly construction hardened to 180,000 PSI tensile strength
• 8mm x 1.25 thread size with 10mm hex head for proper socket access
• Black oxide finish for corrosion resistance and professional appearance
• Application-specific design ensures optimum grip length for Ford 302/351W engines
• Large diameter, low profile design increases clamping force over stock hardware
• Complete kit includes washers for proper installation
• Set of 6 bolts replaces all factory pressure plate fasteners

Description

The importance of pressure plate bolts in racing or high-performance street applications cannot be emphasized nearly enough. These fasteners play a key role in both the performance and safety of a vehicle. Factory pressure plate bolts are notorious weak points that can stretch or fail under power, leading to clutch slippage, pressure plate distortion, or catastrophic failure. When you're building serious power, the last thing you want is substandard hardware compromising your drivetrain.

ARP engineered these High Performance Series bolts specifically for 1986-1995 Ford 302 and 351 Windsor applications. Each bolt is forged from premium-grade 8740 chromoly steel and heat-treated prior to thread rolling and machining, achieving a nominal tensile strength of 180,000 PSI. The application-specific design ensures optimum grip length for your Ford V8, eliminating the guesswork that comes with generic hardware.

The 8mm x 1.25 threading matches factory specs while delivering vastly superior strength. Each bolt features a hex head design with 10mm socket access for easy installation and removal. The black oxide finish provides corrosion resistance while maintaining a clean appearance under the hood. The large diameter, low profile design increases clamping force compared to stock bolts, reducing the risk of pressure plate flex under high-load conditions.

Fits all 1986-1995 Ford applications equipped with 302 or 351W engines, including Mustang 5.0L, F-150 trucks, Bronco, E-Series vans, and Crown Victoria. Kit includes six pressure plate bolts with washers for complete replacement of all factory fasteners.

What's Included

• 6 x ARP pressure plate bolts (8mm x 1.25, 10mm hex head, black oxide finish)
• 6 x Washers

Key Features

• Chrome-plated high-strength steel construction for show-quality durability
• Authentic 427 Cobra swept-forward design with non-functional reverse lockout T-handle
• 8mm mounting holes on 7/8-inch center-to-center spacing for direct T5 shifter bolt-on
• 1/2-inch x 20 thread pitch accommodates standard shifter hardware
• Direct compatibility with TREMEC T5, TKO, TKX, and T56 Magnum transmissions
• [VERIFY: Product data shows conflicting lever lengths - 6.6 inches in description vs. 10 inches in attributes]

Description

Swapping a modern TREMEC 5 or 6-speed into your Cobra replica or continuation build? The stock shifter lever looks completely wrong against that classic interior. This 427 Cobra OEM-style shift lever delivers authentic Shelby styling while mounting directly to contemporary TREMEC transmissions - no period-correct sacrifice required.

The lever replicates every detail of the original 427 Cobra toploader shifter design, including the signature swept-forward geometry and characteristic reverse lockout T-handle. The T-handle is rendered non-functional since modern TREMEC transmissions do not require this feature, but the visual authenticity remains complete. Chrome plating over high-strength steel delivers the show-quality finish expected in any serious Cobra build while providing the structural integrity to handle aggressive shifting.

Engineering focuses on direct bolt-on compatibility with modern TREMEC transmissions. The 8mm mounting holes on 7/8-inch centers bolt directly to stock T5 shifters with the included hardware. When using aftermarket shifter assemblies like Hurst or Steeda units, the mounting holes may need to be enlarged to accept 1/2-inch bolts. The 1/2-inch x 20 thread pitch accommodates standard shifter hardware.

This lever fits TREMEC T5, TKO, TKX, and T56 Magnum transmissions, bridging the gap between original toploader shifter appearance and the bolt patterns required for modern 5 and 6-speed installations.

What's Included

• Chrome-plated high-strength steel shift lever with 427 Cobra swept-forward design
• Non-functional reverse lockout T-handle for authentic appearance
• Installation hardware for OEM-style T5 shifter mounting

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

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

Kit Includes

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

Key Features

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

Description

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

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

Kit Includes

• 17-tooth speedometer driven gear, white plastic

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

Key Features

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

Description

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

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

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

Kit Includes

• 18-tooth yellow speedometer driven gear

Key Features

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

Description

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

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

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

What's Included

• One 19-tooth speedometer driven gear (pink)

Key Features

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

Description

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

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

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

What's Included

• One 20-tooth driven speedometer gear (black)

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

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

What's Included

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

Key Features

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

Description

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

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

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

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

What's Included

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

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

Key Features

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

Description

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

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

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

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

What's Included

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