In order to strengthen our rearend to the max, we opted to spend the extra $135 to upgrade to an extremely rigid, cast aluminum Moser Performance Rear Cover. The beefy lid's added support improves the ring-and-pinion's gear life, and gives your ride a down and dirty "all business" look from behind.

Here is one of the axles with studs loaded into the housing with the Baer intermediate bracket. We'll detail the brake install and performance testing in the next magazine issue.

After battling compatibility issues with competitor's suspension products, Moser decided to make things simple and began manufacturing their own chromoly control and torque arms.

The final piece of the suspension puzzle: Moser's adjustable torque arm.

To establish the initial length of the control arms, we matched the measurements of the stock arms.

Before hoisting the rearend assembly up into the car, we separated and attached the torque arm mount. We learned from our past mistakes that this is the easiest way to get the torque arm installed.

Since the Moser housing doesn't come with welded-on brackets, they include this clean clamp assembly. We used an Inline Tube kit and bent new steel brake lines.

A trip to Autozone helped us cook up this new brake line block that doubled, with the help of a 1/4-inch NPT brass fitting ensemble, as the rearend breather.

With everything bolted together, including the Baer disc brake system, Source Interlink Tech Center manager, Jason Scudellari, guides the rear diff up under the car.

The new lower control arms were fastened into place. It's best to do this before installing the springs. Once the install is done and the wheels and tires are back in place, we will use the adjustability of the arms to ensure that the Camaro's rearend is centered, front to back, in the car. We'll do this by measuring the wheels in the their respected wells.

The only problem we had with the install was a little clearance issue with the torque arm within the transmission tunnel. Nothing a small prybar couldn't cure given the soft floorpans.

Nothing was left unscathed after 140,000 miles of driving. Replacing the driveshaft and its undoubtedly worn joints was a no-brainer, and Inland Empire Driveline was our "go-to" supplier. They welded us up this 3-inch aluminum shaft in about a day and a half.

Since the new Moser housing was larger than the stock one, we had to get some new 3-inch sway bar clamps from Hotchkis.

The last piece to put back into place was the Panhard bar. Moser warns that some bars may not clear the beefier Moser Performance rear cover. This wasn't the case with our Hotchkis bar.

We then adjusted the pinion angle. This is done with the car's weight on the suspension. Using a magnetic angle finder, we measured the rearend and driveshaft angle. For complete instructions on the process, download Inland Empire's powertrain setup guide at www.iedls.com/guide.html.