1997-2008 C5/C6 Corvette Renegade Axles,Left and Right
See IMPORTANT information below regarding this application.
GForce Axles have become synonymous with record breaking consistent performance and have proven to be the go-to solution for anyone looking to get the most from their factory driveline setup. Not all vehicles have an optimal design or the most ideal spline counts to boost strength, but you can be confident that GForce axles are engineered to be the absolute strongest possible to work within the space provided by the OEM manufacturer. GForce offers two different axles for most applications.
Specific Notes for the C5/C6 Corvette (30 Spline):
C6 Customers must verify outer hub spline count, Confirming year is not always a guaranteed fitment!
The C5/C6 axles use a broached inner stub that is designed to work with the factory intermediate shafts that are connected to the differential. The outer wheel hub on the earlier C5 platform is 30 spline and the C6 is generally 30 spline up to 2008. 2009 marks the period where most wheel hubs had swapped over to 33 spline for the newer C6 models.
The earlier 30 spline Corvette stubs start to lose reliability around 800hp, but have lived up to 1000hp. The newer 33 spline hubs will bolt in place of each other, but the ABS modules between the two are not compatible. “Mechanical Power” is one of the companies who makes a bolt-in 97-08 hub assembly that bumps you up to the stronger 33 spline axles. This is worth considering for anyone who is going to be expecting a lot of abuse at the track or higher hp as these have survived on cars over 1300hp. Important to note that any axle can fail at a lower power level due to wheel hop or misuse. The listed numbers should not be an expectation, but an idea for capability. See link:Mechanical Power 97-08 33 spline wheel hub
Corvette axles may not work with all aftermarket coilovers, but you can upgrade to low profile boots for the best chance of avoiding these issues. The tradeoff for clearance on low profile boots is less available axle angle and shorter expected lifespan out of the boot itself. Penske and Viking are a few of the coilovers that customers have noted interference beyond what a lower profile boot would take care of, meaning the mount or base of the coilover interferes with the CV housing.
Fitment
GForce axle shafts were manufactured based on OEM suspension. Aftermarket shocks, control arms, etc. may present clearance issues. If CV boots have clearance issues, low profile boots can be purchased at an upgraded cost. The low profile boots reduce the amount of available axle angle in comparison to the standard boots, so they are not ideal for lowered or high axle angle vehicles. This includes 2010-15 Camaro and all years of Mopar platforms. If you have questions or would like to add low profile boots to your axles, please contact us for more information.
Damage Prevention NO DRIVELINE COMPONENT IS BOMBPROOF!GForce does not put a power rating on any driveline components as there are entirely too many variables that can affect a driveline component outside of power. We take great pride in trying to build the strongest driveline components to fit within certain applications, but it is important to know thatYou, the end customer, are responsible for seeing to proper installation and You, as the driver, are responsible for the lifespan of your axles or other driveline components.
Most of the applications we are working with are heavy vehicles and we are often asking a lot of the driveline components, be it OEM or aftermarket. These heavier cars, paired with high torque levels make all driveline components more susceptible to failure due to small mistakes, such as wheel hop. Many customers understand that wheel hop, tire shake, tire skipping, tire chatter are all bad things but there is often a misunderstanding of how destructive it can really be. The heavier the vehicle and more torque the vehicle is making, the more your window of forgiveness begins to narrow. This can result in CV’s loosening prematurely and more severely, splined stubs and axle bars twisting or shearing, which is NOT a fault of the axle. So please use your best judgement when driving in any given scenario, be it on the track or the street.
It is worth noting that most wheel hop related issues rarely cause an immediate failure, with certain exceptions. The result of repeated cycling torque spikes will often weaken the material of a given component such as an axle bar or stub shaft. Then each subsequent hit will continue to weaken the component until it fails completely. If you know that you have driven through a particularly abusing situation, it would be wise to pull the axles and assess the splines of the inner and outer stub shafts as a maintenance procedure. If they have started to twist or shift, then you might be able to prevent a more catastrophic failure.
We encourage all end users to read up on the appropriate measures that they can take to help prevent wheel hop with their specific vehicle. This can be anything such as aftermarket bushings, shocks, springs, control arms, tire type, or excessively low tire pressure.Two of the most fundamental pieces we look at to help control rear end movement and prevent wheel hop start with the cradle and differential bushings. Both of these bushing sets are often very soft from the factory and although they provide smooth ride quality, they allow a considerable amount of movement in a performance scenario. Which can lead to a number of concerns or issues.
Service All driveline components will fatigue or wear over time depending on how the vehicle is driven and what level of performance is demanded from them. CV joints are a wear item and will see wear over time, but with our current design, axles can be sent in for service. So boots, fasteners, and CV assemblies can be serviced without scrapping the complete axle assembly. It is up to each customer to establish their own maintenance intervals based upon the manner in which their car is driven. Individual inner or outer splined stubs and axle bars can be replaced as well if they twist or are damaged due to wheel hop or simply from power levels exceeding capability of the material. Customers can reach out to GForce directly for current repair costs or component replacement as well as return authorizations for service –[email protected]
WARNING:This product can expose you to chemicals, including chromium, which is known to the State of California to cause cancer or birth defects or other reproductive harm. For more information visitwww.p65warnings.ca.gov
Renegade vs Outlaw
TheGForce Renegade Axlesare the tried and true axle design that has become the standard in performance half-shafts. The Renegade axle has waivered very little from its roots some 15 years ago. Advancements in materials, heat-treat processes and machining have only improved their efficiency and capabilities. It is hard to argue with the Renegade’s pedigree for strength and overall value.
TheGForce Outlaw Axleswere introduced as the next iteration in the GForce line-up, boasting unparalleled performance and durability even in the most extreme driving environments. The Outlaw axles use a unique and uniform surface treatment that helps cut down on rolling resistance and wear. This is helpful in just about every application as CV’s will almost always be functioning at some angle. Additionally, the CV ball bearings are constantly traveling back and forth in the CV housing every rotation of the axle. That equates to a lot of work and, in turn a lot of heat production. Ultimately, the Outlaw CV is more efficient, which means more energy from the engine to the tires with less effort. As a byproduct, we see less heat because of the decreased rolling resistance and this translates to longer CV life.
Heat and friction will gradually break down CV grease until it no longer functions as a lubricant. The Outlaw axles also get a top-of-the-line grease, which has a higher heat flash point and superior lubrication qualities in comparison to what is used in the Renegade axles.
The CV to stub joint is a critical mating point that relies solely on clamping force to hold the stub in place relative to the CV and axle bar. The Renegade axles get a standard 12.9 socket headed cap screw, where the Outlaw axles get a 12-point ARP fastener to help with overall strength and clamping force.
It’s important to remember that CV’s are a “wear” item and they will wear according to vehicle weight, torque, and driving style, Which covers a broad spectrum of possibilities. If they were put in the same scenario, the Outlaw axles would outlast any other production axle, as proven in testing at the higher level GT4 and Trans Am pro road racing teams.
