thats the long bearing retainer, thats what you want when you do the swap.
i cant remember if the slave pin is in the bellhousing or not. the one view that i was hopin for was a pic of the right side.
im hopin this isnt your daily driver, only vehicle. the most time consuming thing about this whole swap is waiting on parts. j&w autowreckers was my source for everything that i couldnt find from other places, mostly all the brackets.
the output shaft doesnt stick out very far, maybe a half inch at most. me personally, i would go with the external slave setup. blow a slave cylinder and you have to drop the tranny to change it, as you already know.
another note about the output shaft, is that it has a different spline count than the ba10/5.
this is a very short version of what is really needed, alot of the details are left out, but it does bring to light some points that i may have not said because i forgot to, or i had thought it was already understood.
im still looking for my receipts from my swap, hopin ill be able to give ya some more part numbers.
my 87 is my daily driver, and i try to do upgrades that can get finished in minimal time. ive already 'bought' a car for a rental place when i did my engine swap. the worst part about doing any upgrade like this is waiting on parts.
as far as checking out the shifting of the tranny, the female end of a socket extension works fine, cant say for sure, but i think its the 3/8 drive.
i wrote more about this swap in allemay's ba10/5 question. i know i included part numbers and source info with that one.
this is a picture of the clutch setup that will be used in place of the internal slave.
(click on the clutch tab, then go to page 2 for master sets) the only parts that are different from the original are the throw-out fork and bearing. clutch disk, pressure plate and pilot bearing are the same. it is VERY important that you have a retaining spring on the pivot side (opposite of the slave cylinder) of the throw-out fork/lever