As has been suggested, a trans mid mount and kafer brace would also be a good idea. Gene Berg Ent. invented the mid mount http://www.geneberg.com/produc...amp;products_id=1064 and it's design is the best. The one that doesn't require welding, with the red plastic pads that "rest" against the frame horns can still move slightly, which kind of defeats the purpose. Lots of kafer bars out there and unless the engine is making huge hp and you're drag racing (and lifting the front wheels off the ground) they all do the same thing- take your pick.
My labor estimate was based on your question, "what would it cost to install it?", but as the guys have also suggested, if you are mechanically inclined at all this is something you and a friend can do with hand tools, a floor jack and jack stands. The first time can be a little intimidating, but once you've done it you can see it's not that big a deal (especially if the friend has a little automotive experience). Working on your own car can be a very therapeutic experience- I still get a little kick out of it when the input shaft finally aligns with the splines in the clutch disc and the engine slides into place- yeah, baby!
When you say you have "just a basic freeway flier trans"- this is a bit of a pet peeve of mine, as the term was invented by a now defunct company in the early '80's, has no definitive meaning and means different things to different people. It could be the trans has either a 3.88 (with or without a longer than stock 4th) or 3.44 ring & pinion (again, with or without the longer 4th, which would be just plain stupid if it was with!
) , or even one of the shorter ring & pinions with just a longer 4th (I've seen it done). It doesn't really tell us anything, which is why I ask people what gears are in it- that will tell you more about the trans than some silly vague label.
Sorry for the rant- every once in a while I have to get on my soapbox and educate the masses (not that the rabble are listening particularly closely, or even care. Really, sometimes it's like I'm talking to an f'in' wall!). I'll get down now...
And Danny's right- while the classic 2180 is an 82 mm stroke with 92 mm pistons and cylinders, a 78.4x94 makes a 2176 and 78.8x94=2187, both of which are sometimes called a 2180.
@Cole Thompson- Glad to hear you're liking it!
Yeah, that's enough for now. Time to go tear apart the rear suspension on the car AGAIN! Al