Rather than installing the rusty stock steel LT1 driveshaft, a used stock aluminum LS1 driveshaft was put in its place. In addition to being lighter, we hoped the extra inch in diameter would be enough to forgo switching to a pricey aftermarket unit. Once the yoke was slipped through the driveshaft loop and into the tranny, the loop was bolted down using the supplied bolts and holes for the factory chassis tunnel brace. Blue Loctite is used on the U-joint bolts before the driveshaft is fully installed. | 
The stock rear-lower control arms are removed with an 18mm socket and wrench. | 
Similarly, the adjustable BMR control arms are set to stock length before torqueing with 80 lb-ft while the suspension is loaded. TTP also measured the ride height to make sure there was no change there, and used the top bolt hole on the relocation brackets to mount the control arms (the bolt slides through the provided support sleeves). |
Upgrading your stock axles to these Moser forged steel 28-spline pieces is never a bad idea-and if you plan to run quicker than 11.00 at an NHRA track, you don't really have a choice. Most retail outlets sell the three-channel ABS version (PN A102805) for Fbodies without traction control and the four-channel version (PN A102806) for less than $300. | 
Unlike the weak stock posi, the Eaton LSD features rebuildable carbon disc-clutch packs strong enough to hold well into the 9s. Thankfully, this holding power does not sacrifice streetability in any way, as the torque is biased seamlessly without chatter to either axle as needed. Summit Racing sells this unit for around $520. | 
The 3.42 ratio Motive Gear ring-and-pinion (PN G875342X) was chosen for its reputation for being one of the quietest gears on the market-ideal for a street-driven vehicle. Though the motor wanted a 3.73 or 4.10 ratio, my wallet said 3.42 ratio was the way to go, especially given my 45-minute daily commute along Route 80 in New Jersey. It's important to also purchase the install kit (PN GM7.5IK), which includes all of the shims, bolts, seals, and even high-quality Timken bearings needed to completely refurbish your rear. |
The renewed rearend was tied together with a TA Performance Differential Girdle (PN TA 1809) and stud kit. Besides extending the fluid capacity by 1/2 pint, the TA girdle gives significant support to the main bearing caps using two load-bearing bolts (unlike the stocker). Its T6 aluminum construction is a clear improvement over the flimsy stock piece, and even has easily accessible fill and drain plugs. | 
Since the rotors, calipers, and panhard bar were already unbolted, Nick started on the rear by removing the 13mm bolts on the cover, and draining the fluid after the driveshaft was unbolted again. | 
An 8mm wrench is used on the pin that holds in the axles, while a prybar is used to keep the posi and ring-andpinion from rotating. |