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From what I've read in magazines, the trans your car currently has comes with an extremely short 1st gear and can handle maybe 300 lf-ft of torque. The recent thread showing a hillbilly slipper clutch may be of interest. Swaps to some other T5 might also be worth looking into.
I hate to say this because I like the concept of the 3.8 with a 5 speed in that car, but I would think for a grand or so you could have a rebuilt automatic that would be a good fit for your goals with this car.
Yeahhhhhhhhhhhhh, but I would rather jog about an autoX course than drive an automatic ;)
I'll probably drive it till it blows and then make room for one of the built t5s. My dad has a machine shop though, so I might try to use a t56 still (six speeds would be cool).
Any clue how light I can get this thing?
Full Manual Valvebody?
Let's start with this tidbit from novak:
Worth mentioning for the sake of differentiation is the 60 Degree GM 3800, introduced in 1988. The 3.8L and later 3800 designations used in FWD applications (and the RWD, 1995-2002 F-bodies) are all still 90 degree engines. They do, however, share the 60 degree engines' (Chevy 2.8, 3.1, 3.4, 3.6, 3.9 or Cadillac 4.1, 4.5, 4.9 V8) bellhousing pattern.
And this tidbit from a dubious source: Toyota R154 Supra Turbo 5-speed can be bolted to your 3800 using a 96-00 Dodge Dakota 2.5L bellhousing. It's a very tough box and I know for a fact that they're available down under so you've got some options.
There are ways, there are ways~!
You get hero status tuna. From where or what resource did you glean said information? I'm not sure who novak is.....
I'm very new to domestics in general so excuse my ignorance.
And pres589, That is an option I hadn't considered. I'll shop about, thanks for the input! 
accordionfolder wrote:You get hero status tuna. From where or what resource did you glean said information? I'm not sure who novak is.....
I'm very new to domestics in general so excuse my ignorance.
And pres589, That is an option I hadn't considered. I'll shop about, thanks for the input!
No cape for me, thanks.
Novak sells lot of Jeep conversions and as such has a lot of engine/tranny combo knowledge:
Also found this: I had a 300HP L67 botled to the getrag 282 trans with a factory camaro flywheel.
Mis-spellings and all, here: http://www.3800pro.com/forum/rwd-3800-engine-swaps/5738-l67-manual-gearbox-anyone-...
In reply to tuna55:
AMC engineered their 2.5 I-4 to have the GM 60 degree bellhousing because of the transmissions they were already buying from GM. AMC had been using the GM 2.8 in the Cherokee already so it was an odd but logical decision. That Dodge bellhousing should indeed get Toyota gearboxes behind the 3800, my question would be input shaft and if something exciting needs to happen there to make the whole thing work.
60 Degree GM 3800, introduced in 1988.That's a weird label.. It is still a 90* engine.
The bellhousing needed is on the 2.5 dakota from 1998-2001 only. Its a very common swap in the jeep community to allow them to fit the stronger ax15 (same family as the r154) transmission onto the 2.5 engine....which as already said has the same bellhousing pattern as the GM60 degree V6
For those who keep saying to do the supercharged option.... It does not just bolt on nor is it an option. Only 2 people have done it properly and finished and it took one guy 3-4k to do so. ZZPerformance sells a turbo kit for 3.8L F-bodys, look at theirs. Your T-5 is a World Class T5 which have a upgrade out there that takes the trans from 275ft-lb capacity to 450ft-lb.
Too bad you're not closer:
For those who keep saying to do the supercharged option.... It does not just bolt on
I think it will bolt on if you remove most of the firewall and cowl. 
Vigo wrote:For those who keep saying to do the supercharged option.... It does not just bolt onI think it will bolt on if you remove most of the firewall and cowl.
to bad the eaton m90 is junk compared to even a basic turbo. i would rather put money into a junkyard turbo setup then even the best L67 M90 build. Something i finally realized after all the crap i went through with my regal.
turboswede wrote:Too bad you're not closer:
His N/A 3.8L is faster than that stock to stock. Those ran 18's@extra slow. the 301 had one big intake port for center two intake valves and on the center two exhaust valves. No pontiac owner would consider a 301 a true pontiac V8 since it shares nothing was was designed horribly.
Care to share what upgrade out there that increases the torque tolerance?
The Supercharger swap, while not particularly easy, is not a difficult swap for anyone who wants to get it done, there are several write-ups for it. Here is a quote from the guy who did one of the swaps.
"The throttle body cables are stock, I just had to modify the bracket and the throttle body blade opening bracket.
Yeah, I could have put an LS1 in for less work, but I GUARANTEE that it would be more. I got the motor for $350. An LS1 with accessories, intake, trans, wiring harness, hoses ect would cost EASILY north of $2500. No, it would not be cheaper. I could have bought my buddys fully restored 32,000mile LS1 camaro with headers and brand new everything for $6200, but this is cheaper.
More continuted later"
So whoever spent 3-4k must have bought a gold plated supercharger.
For autocross you might want to consider a remote mounted turbo as well. Better weight distribution and it would save you space in the engine bay.
And yes, from personal experience I can assure you a r154 is tough as nails.
In reply to accordionfolder:
Gold plated no. Did his car right and while swapping redone everything. Think it was more around 3k but i'm sorry most L67 parts are getting high mileaged and should be redone before using especially if sat in a junkyard before use or engine parts come from were from a blown engine. Plus the guy had a nice elbow made for his blower versus just a piece of 4in tubing. Another clearance issue with a the blower option is if you want to intercool it. From pictures i've seen room is already limited.
