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Hey Boss2083. If you're interested, I would try directing your inquiry to the original author at Hot Rod magazine. I would send him an email. You can contact Mark here.Who has done this swap? Cost? Can 1 person do this? Thanks.
CG - Did you ever consider going with a Centerforce’s DYAD twin-disc clutch like they did in the article? You think this would have eliminated the chatter you mentioned?I installed the Magnum XL in my 2008 Saleen by myself in a standard garage and it's not too difficult. This kit from JPC comes with most everything:
http://www.jpcracing.com/jpc-tremec...-includes-driveshaft-clutch-flywheel-options/
A few things to keep in mind:
1. If you're concerned with NVH, be mindful that those dual disc clutches can be VERY noisy in certain conditions, mine sounds like a coffee can full of rocks below 2k RPM.
2. I used tall jack-stands and a harbor freight transmission jack, and did mine on the garage floor. It's tight, but it will slide right in.
3. The new driveshaft uses allen head bolts to fasten to the rear end, you'll need a "stubby" allen key.
4. Watch the gear ration selection, I used the "low geared one" (2.97 2.10 1.46 1.00 0.80 0.63) and swapped my rear gear for a 3.73. It works OK for the track, but slow starts on hills in street driving require slipping the clutch a good amount. I have a lightened flywheel, perhaps a standard weight one would have been a better choice.
5. I used a Reverse Lockout Module, works great for me. Google it, for under $100 it's worth it.
6. The kit comes with the plastic alignment tool, it's worthless, get one of these:
https://www.summitracing.com/parts/ram-03-013/overview/
That said, it's a solid transmission. When you want to select a gear, it goes into that gear. No problems. My old 5-speed would refuse to shift above 6k RPM with even moderate throttle. I think it's worth the trouble...