I have never quite figured out why GM chose to make some of their hydraulic lines composite flex and hard lines, mated into one assembly so that whenever either part of them needed it, the whole assembly had to be replaced.

British lines were always steel lines to a tab on the frame an dthen a rubber flex hose from there to the brake at that corner, or clutch.

The 88 GT finally had a clutch hose leaking so that it would pump up OK but over a week or so would have the pedal drop almost down to the floor.

The transaxle doesn't move much relative to the frame, so instead of ordering a complete front to back line and hose (which thankfully are still available at $170) I just spliced a new section of steel line to the end of the old line after removing the flex portion. A few turns wound on it to allow some flexibility and it was as good as the original.

Actually it was far better than the original - I've never had as high and hard a pedal since I bought the car when it was only 2 years old!.

Rubber motor mounts but hard steel line all the way to the transmission?

previous owner of my car re-did mine. New steel hard line from master to engine compartment. Stainless braided flex line to connect to the slave.

[This message has been edited by peteyz24 (edited 08-12-2013).]

One of my cars developed a leak in the line just below the braided steel line. The garage did just what you did and put several large coils in the line to allow for flexing. Wasn't too long until It started to pull air around the fitting. As engine and transmission mounts get weak, the engine tends to move more. The final solution was to replace the braided end with Rodney Dickman's clutch line repair kit.

I believe the clutch fluid line is actually in multiple pieces, but the transition is at the front, and you need to remove the spare tire pan to get access to it.