Well, since our RWHP is about the same---roughly---I feel prompted to let you know that thus far it's been a great trans---other than it makes my radiator hose consistently fall off.

I think you would like it, however---I would change the stock shifter out for the White Lightning setup just like Brett Vokel has in the 48 hour Camaro---I've been in that car and it shifts much nicer than the stocker--much shorter throw and not nearly as "notchy" as the factory shifter---I loved the way it worked--Brett was cool enough to let me get in the drivers seat--.

You run half inch high body mounts same as I do, so a bit of trans tunnel clearance will most likely be necessary---can't remember if you had same issue with your current setup or not.

D

I called American Powertrain and left a message with no call back. Next time I called we went over my plans and they promised a call back and estimate in my inbox. Nothing.... I like a few things that they do. They modify the tailshaft housing for more clearance, offer the better shifter, and they have aluminum crossmembers. They also offer a adapter plate to hook up a old school Muncie/TKO bellhousing to a t56 mag. They have to change the input shaft and I'm not crazy about that part. I'll likely get it from Hurst and source a crossmember. I plan to gut my girl like a pig. I want to get the drivetrain angle up to around 2.5-3 degrees. They claim the Magnum will shift clean to 7400. I got to thinking about my missed shifts and it's almost always coming out of the corner on a road course in 2nd gear. I tend to get alot of wheel spin and that leads to a rapid RPM gain towards redline. Under full traction it's been pretty good since I modified it. I'm just hoping the Magnum is capable of curing this problem. I tend to have a knack for finding the limit of everything. I really don't want to cross the line with a full blown racing trans. I still like a quiet trans with overdrive. Again, trying to walk that line between race/comfort. I do think I'll stay with my manual linkage to save a few bucks as I've seen to many throwout bearing failures around here with aftermarket parts. I really liked the feel of your hydraulic set up Doug and feel it's superior in feel and ergomonics. I just can't talk myself into giving up the reliability of a manual set up along with the $$$$.

I have a T56 out of a 2000 Camaro
 

in mine and never had a problem. Run the GM hydraulics and you will not have a problem there either. If you do go with the GM stuff, make sure you do the "drill mod" or get an aftermarket line.

Would a new Quick Time housing be best all said and done? I had to go with an adjustable throwout bearing to gain proper free play, kit piece was too long. GM hydraulic system would be nice but I have no issue with the feel of the mechanical linkage. ATS cross-member though expensive would have made my install much easier. To obtain clearance to alter drivetrain angles I'd plan on cutting the top out of the tunnel and fabbing a new piece, ideally with an access panel, I'm guessing 1.5" taller with your lower body mounts should give you clearance......assuming the tail ends up low like mine and there's enough bellhousing clearance.

Explain the dril mod please.

As explained above is how too
 

The "why" is GM put a restriction in the factory line. When you are really using the clutch the fluid does not have time to flow back quick enough and sometimes cause a slow release. 1/8 drill bit, flush it out and you are golden. Aftermarket or home made lines do not have this line restriction. Took me maybe 10 minutes to do the entire modification.