Tranny-- yes the 3.8 T5 bolts right up. Even used my original flywheel/clutch from the Bronco and it all slid right together. Although, the 3.8 clutch appears identical functionally to the SROD clutch I used, WITH THE EXCEPTION of the fact that the 3.8 pressure plate slides onto alignment pins on the flywheel face. I hear various things about the 3.8 T5 being rated for 300/265ft/lbs, it's just in second gear that you're limited, etc. This is a driver, not a racer so it should hold together just fine. I want to take hills fast, not smoke through the first three gears at every stop light, y'know?
Do you know if the rack is front steer (rack sits in front of the spindles) or rear steer?
It is rear steer. I went through the junkyard for about four hours one day measuring inner tie rod to inner tie rod and rack total travel only on rear steer applications. I didn't pay any attention to lock to lock rotation (1080° or whatever) which I probably should have, but I'll see what it's like with this one first. I also nabbed the universal joint shaft and associated hardware right up to the steering wheel. (Basically all the innards to a steering column.) The weirdest thing however is the universals aren't clocked in phase with one another! Maybe it's not as big of a deal here because it's not like a driveshaft where you'll set up harmonics from the different front and rear u-joint velocities, however it still seems odd. Why wouldn't they be?
Anyhow, PM me your email for the spreadsheet. I'll see if I can add some notes to the abbreviations and whatnot that I left in the sheet too, otherwise it might not be too user friendly. Right now, I probably shouldn't call it a bump steer sheet but an Inner Tie rod placement sheet, as all it does is tell you your vertical dimension of where to put your rack based on your suspension geometry and rack width t/r to t/r based on instantaneous center.