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Tremec offers a variety of TKX 5-speed manual transmission for select GM and Ford applications. Each model features different gear ratios. Order the transmission best suited for your vehicle. General product details: * Bolts up to a standard GM Muncie bellhousing or use a Quicktime bellhousing * Input Shaft: 26-Spline (requires 26-spline clutch disk) * Output Shaft: 31 Spline * The TKX has 600 lbs.-ft. of torque capacity and is capable of engines speeds of 8,000 rpm with shifts at 7,500 rpm. It is available in multiple gear ratio configurations. * Designed for multiple applications with three shifter locations. Compact, end-loaded design provides clearance in most transmission tunnels without floor * Increased case strength with 3-piece aluminum housing provides outstanding structural stiffness (includes main case, intermediate plate and rear extension). Gaskets at all flanges simplifies installation and eliminates fluid * Superior shift-ability through use of multi-cone synchronizers and hybrid synchronizer rings made of sintered bronze and carbon * Noise, vibration and harshness (NVH) minimized with gear layout to best control stress All gears supported by caged needle bearings to reduce end play on the gears. * All gears and shafts made from special grade steel (ASTM 4615), providing increased torque carrying * Equipped with a high performance short-throw billet aluminum shifter that isolates road noise, while providing clean, crisp * Robust design with internal 3-rail shift system and steel shift * Wide gear width increases gear life and torque * Built-in reverse light switch and cruise control safety
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$2,999.99
American Powertrain ProFit Tremec TKX manual transmissions and installation kits put the power to the pavement with unmatched durability and versatility. Tremec has normally sourced their aftermarket transmissions from the OE side, such as the Magnum T-56 and the T-5, but this new design is made from the ground up as a strictly aftermarket transmission. Designed to fit classic muscle cars and customs, the TKX has a tighter, more streamlined case, and features 600 lbs.-ft. of torque capacity and are capable of engines speeds of 8,000 rpm with shifts at 7,500 rpm. The compact design provides clearance in most transmission tunnels without floor modifications, while case strength has increased from previous models with the new 3-piece aluminum housing and gaskets at all flanges simplifies installation and eliminates fluid leaks. Additional features include: * Designed with your specific vehicle application in mind * Available with multiple gear ratio configurations for compatibility for multiple applications with three shifter locations * Multi-cone synchronizers and synchronizer rings are made of sintered bronze and carbon for superior shifts * All gears are supported by caged needle bearings to reduce end play * Gears and shafts are made from ASTM 4615 grade steel and provide increased torque carrying capacity * TKX manual transmissions have 31-spline output shafts for added strength, built-in reverse light switches, and cruise control safety switches * The TKX also has separate GM and Ford case patterns and input configurations—with integrated GM and Ford transmission mount patterns * Installation kits include a driveshaft slip yoke made from cryogenically hardened steel, a polyurethane transmission mount, a steel roller pilot bearing, and a reverse light wiring harness
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$3,995.95
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$4,559.95
Metal fabricators, meet your new boss! Woodward Fab Boss 16-gauge box and pan brakes are built with the world's thickest fingers to prevent deflection, ensuring the most accurate bends possible. The machines also include extra-heavy trusses and braces for max strength, as well as bronze bearings at the pivot points. These bending brakes can accept up to 16-gauge (1/16 in.) mild steel. Here are some other specs and features of the Woodward Fab Boss 16 box and pan brake: * 48.250 in. length * Maximum box depth: 4 in. * Removable fingers: 2 in., 3 in., and 4 in. * Bend angle stop: 0 to 130 degrees * Floor stand * Counterweight * Upper beam is adjustable for radius bending
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$2,473.99
Fox Racing Shox Performance Elite Series 2.5 RC2 shocks provide the versatility to perform in any terrain and align with your ride preference. The Performance Elite shocks increase durability, provide significant adjustability, and are engineered with a 7/8 in. hard chromed shaft and redundant seal pack, designed for harsh environments—and they are serviceable for a lifetime of use. Redefine the ride dynamic of your powersports machine. Bolt-on Performance Elite Series 2.5 RC2 shocks from Fox Racing Shox—and you'll be ready for your future endeavors! Key features: * Sold as a pair of shocks * Available for the front or rear (please specify application needed) * The Performance Elite shocks 2.5-inch diameter aluminum bodies efficiently dissipate heat and increase internal oil volume for more damping control through Fox's race-developed high-flow pistons * Internal Monotube design—gas charged * Spherical bearing/PTFE bushing material * Reservoir and coilover springs included * Piggyback reservoir increases oil capacity and houses an internal floating piston to separate the nitrogen charge from shock oil *Adjust shock damping to accommodate the terrain and personal ride style with clicks of Dual Speed Compression (DSC) * Maximize traction by dialing in wide-range rebound and set ride height with the preload collar * Bottom-out control (BOC) provides additional compression damping during hard hits * BOC increases damping force up to 30 percent through the final 25 percent of travel * Remain comfortable with improved small bump compliance but enough damping capacity to absorb heavy bottom-outs
Not Yet Reviewed
$2,699.99
Advance Adapters offers an AX15 5-speed transmission retrofit adapter kit for 1966-77 Bronco Dana 20 applications. The adapter kit comes complete with the conversion components required to retrofit your early Ford Bronco with the Aisin AX15. Kit includes: * New AX15 transmission * Transfer case adapter and transfer case shifter linkage bracket (T-style shifter only) * Transmission to engine adapter * Clutch disc * Crossmember mount kit * Shifter handle * The Transmission: This transmission is manufactured by Aisin Warner. The overall transmission case length is 24.000 in. The output shaft on this transmission is 23-spline and protrudes approximately .400 in. This transmission is normally found coupled to the AMC 4.0L 6-cylinder engine and seems to be one of the better transmissions Jeep used—very capable of handling the horsepower and torque of a V8 engine. * The Vehicle background and specs: The early Ford Broncos have always been a popular vehicle for conversions. These vehicles were normally equipped with a 6-cylinder or V8 engine up to a 3-speed transmission. On this transmission, Ford used two different lengths of adapter housings when coupling this 3-speed to the stock transfer case. The adapter housing is either 6 1/2 in. or 9 3/8 in. Vehicles equipped with a V8 had a 9 3/8 in. tailhousing which set the bellhousing further into the engine compartment. Vehicles with the 6-cylinder had a 6 1/2 in. tailhousing. This shorter adapter compensated for the longer engine. In 1973, Ford began offering the C4 automatic. A special tailhousing and output shaft was manufactured to couple this transmission to the stock transfer case. Ford no longer makes the C4 adapter. The 1966-77 vehicles were equipped to a Bronco Dana 20 transfer case. This transfer case, unlike the Jeep Dana 20, has the front driveshaft on the driver's side of the vehicle. The input gear of this transfer case is 6-spline. Ford always used a spud shaft that coupled this 6-spline transfer case to the transmission 28-spline. The transmission-to-transfer case adapters used both a dowel pin and alignment retainer. The spud shaft is supported in this retainer with a bearing. Advance Adapter adapter kits utilize this type of design. In some applications, the stock spud shaft is also retained. This transfer case has a 2.46:1 low gear ratio. In early 1973, Ford switched to a 2.34:1 low gear ratio. These transfer cases used two different shifter designs known as either the "J" pattern or "T" handle. The "T" handle was used from 1966 to 1972, and the "J" pattern from 1973 to 1977. The "T" handle shifter is a fairly simple shifting mechanism; and to retain it with an adapter only requires a pivot point for mounting. The "J" shifter requires the shift handle to be mounted in a location relatively close to its stock position. Retaining this shifter is hard to accomplish when adapting the various transmissions to the Dana 20. Vehicle owners with a "J" shifter are advised to either change the transfer case shifter rods and go to a "T" style shifter, or to contact one of the Bronco specialty shops that offer a twin stick replacement for the "J" shifter. A twin stick shifter replacing the "J" style should work with most of Advance adapters. Advance Adapter housings normally utilize the stock Bronco crossmember with the stock rubber supports. On new transmission assemblies longer than stock, this crossmember may need to be relocated. There are a few adapters that require this crossmember to be modified. These modifications are noted in detail on the specific adapter instruction sheet.
Not Yet Reviewed
$3,141.50
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