The vehicle I've modded most is my Caprice, of course. Here goes, you asked for it!

PCM: Custom programmed by Bryan Herter, which includes the following:

* "Power Programming" (which necessitates 92+ octane only)
* Speed limiter eliminated
* Rev limiter extended to 6000 rpm
* Gear ratio updated
* Speedometer calibrated for exact tire height and gear ratio
* Calibrated for 30# injectors
* Fans on/off temperatures reprogrammed to work with the 160 thermostat
* LT4 knock module


ENGINE: Jasper 357 cu. in. LT1 V8, approximately 300 HP with the mods listed below. It replaced the 265 cu. in. L99 V8 engine I blew in December 2001. The LT1 still has the stock roller cam, heads and valvetrain. Some nice features about the LT1 (which were shared with my old L99 engine) are the reverse-flow cooling system with gear-driven water pump (off the camshaft), forged rods, nodular iron crankshaft, low oil pressure fuel cutoff switch and an intake that features NO coolant passages. Of course there are sensors galore, but checking them isn't difficult with the proper equipment.

* 0.040 overbore
* Decked block and pistons to maintain stock compression ratio
* Accel 30 lb./hr. injectors
* Hooker Super Comp equal-length headers (1.75" primaries)
* TPS-TEC
* F-body EGR
* De-screened MAF
* Hypertech 160 thermostat
* MSD GM Blaster coil
* Taylor 8 mm Spiro-Pro wires
* Custom intake pipe with K&N filter
* Custom cold-air box
* Mobil-1


TRANSMISSION: The front section of the drivetrain is a Street/Strip 4L60E transmission built by Champion Transmissions, Richmond, Virginia, and contains the following internals, per my specification:

* Billet servo
* Kevlar 2-4 band
* "Red Eagle" clutch discs
* Kolene steels
* Modified and maxed out Stage 3 TransGo shift kit
* Modified 1-2 accumulator (washerless, TF 727 spring)
* Recon high-performance and heavy-duty 2400-stall converter
* "Raptor" sunshell
* All new pressure switches
* Race-quality seals and hardened bushings
* A big ass Tru-Cool cross-flow transmission cooler w/ dedicated fan

The shift kit allows me to select any gear at any time, so I have both a manual and an automatic transmission. The gear ratios for the 4L60E are as follows:

* 1st: 3.059
* 2nd: 1.625
* 3rd: 1.000
* 4th: 0.696
* Rev: 2.294

The differential is the stock 7.625" housing with 7.5" gears. It's so small because the car was originally equipped with the smaller L99 V8 engine (265 cu. in.). LT1-equipped Caprices came with an 8.5" rear from the factory, so I will need to eventually upgrade to the larger one. In the meantime, it seems to be holding up to the estimated 375 ft.-lbs. of torque the engine is cranking out. Here's the back half of the drivetrain:

* Eaton rebuildable posi
* 4.11 Superior gears
* Inland Empire balanced aluminum driveshaft
* Summit Racing stud girdle


BRAKES: The brakes were a birthday gift from my girlfriend. You gotta love a woman who gives her man KILLER BRAKES for his birthday present!

* KVR cross-drilled rotors
* EBC KevlarŪ brake pads (Green)
* Valvoline synthetic brake fluid


SUSPENSION, ETC. The wheels are a little small for the car, it really needs at least a 17's, but when I bought them it was all I could afford. Now I can't justify getting bigger ones for the car other than for aesthetic purposes. My next wheel purchase will be uncompromised, maybe some Simmons or Fikse.

* Prime 200 (16x8) aluminum wheels
* 225/55-16 (front), 255/50-16