May 2020
I read on LS1GTO.com that a particular set of Porsche brake ducts could easily be adapted to fit on the front of the GTO to help with directing air flow to the front rotors. The set was cheap enough ($20 for the pair in my case) so I thought I'd give them a try. They were pretty easy to fit on the radius rods. I hope they help because I'm going to be taking the car to a road course tomorrow. I'll be updating the Performance section with photos and videos of that experience soon.
June 2020
One small upgrade, I installed a Tick bronze shifter cup. This is the cup inside the lever inside the transmission that the shifter fits into to control what gear you are in. The stock piece is plastic. While the stock plastic cup I removed was in fine shape and still fit snug, the new bronze cup did make the shifts feel more distinct and did not create any vibration or noise in the shifter.
July 2020
A small update. I got an idea from another member at LS1GTO.com to add a dead pedal cover that matches the existing pedal style. The dead pedal plate is actually for a Subaru and is available from Rally Sport Direct. I used trim plug clips to retain it to the floor, you can see the Dorman part number in the first photo.
November 2020
A small upgrade. With the Pro Billet shifter it can be difficult to shift into reverse both because the shifter has internal springs which are already pretty stiff and since the shifter is shorter you have less leverage. One thing that can be done is to install a softer spring in the reverse lockout solenoid so that shifting into reverse isn't such a chore. Core Shifter makes a spring ready-made for this purpose. I removed the solenoid, cleaned it up and installed the spring. Now shifting into reverse is pretty much like shifting into any other gear.
Here is a comparison of the original and new springs. New spring to the right, the shorter of the two.
Here is the solenoid apart so you can see where the new spring will be going.
And the solenoid all cleaned up and ready to go back on the transmission tailshaft housing.
February 2021
I've been wanting to install a set of DSS inner stub axles in my differential for some time. I figured to best support the new stubs it would be a good idea to also install GForce billet steel side adjusters which allow for larger stub axle bearings and while we were in there we should put in new differential bearings. Funny how one thing always leads to another. Anyway, since I've never set up a rear end, I pulled the differential and took it to my GTO guy. He got everything installed without any problems. One good/bad thing we found is that the differential had been worked on in the past since the factory adjusters had anti-seize on the threads. This was news to me and the differential repair was never done as warranty work according to GM. Anyway this made getting it apart easy as the side adjusters are often stuck in the case, but I've no idea why it would have been worked on in the past.
Anyway, the differential is all cleaned up and back in the car.
Summer 2021
Note that the modifications related to the Magnuson TVS2300 will all be included in the separate page about the blower install. This will include the installs of a new radiator, thermostat, four corner steam vent system, bigger fuel pump and of course the blower itself. Please refer to the TVS2300 page for details as they become available.
November 20, 2021
I installed a Lingenfelter CAI system to help the blower breathe better. The stock box with a paper filter appears to have been holding it back a fair amount, more than I expected at least. I experimented with a K&N filter in the stock box and immediately noticed an improvement. But, since I hate K&N filters since they have such poor filtering capabilities, I decided to go with a whole new intake which includes an S&B filter. Bigger filter, better segregation from the hot engine compartment air so it should help. I wish I could do another OTRCAI but with the blower's heat exchanger in front of the radiator and condensor, there just isn't any more room left for a true OTRCAI. DuSpeed makes one that will fit with a Magnuson, but it is really expensive and also requires the install of a lower profile heat exchanger which makes the potential upgrade VERY expensive for just a slight improvement. We will see how the Lingenfelter does. I hope to also experiment on the dyno with dropping the cats and seeing if losing those opens up a potential bottleneck and given the results see where that may lead.
