Racers Rear End 1963-79 Corvette 2 year total replacement $3195.00 start your order with a 1475.00 payment
"ONE AND DONE." That's what you want when you replace your Corvette rear end.
The Corvette rear end is the last thing you want to deal with. The original rear end supported a few big motors but lets face it nothing like your motor with 200 more horsepower over the original motor. There wasn't a Corvette that had a 3000 plus rpm converter and those rear ends just don't hold up against a manual transmission. Fifty plus years of abuse on your rear end plus a ton more horse power and your looking at a disaster waiting to happen at the most inopportune moment. How embarrassing as you hopefully coast safely off to the side of the road. Our rear ends are completely rebuilt with the latest upgraded bearings, seals, and clutches, not a stock rebuild with parts designed 50 years ago. We actually do a total build. Not a rebuild replacing old parts we replace the differential house with a new casting. Don't settle for an old design that has the same old problems. Undersized side yokes, weak springs, and marginal clutch materials and designs.
The Dragvette build is much more involved. With machining, hand fitting, and parts that are custom manufactured to our specifications to create a trouble free rear end. One and done. The only part that is original is the housing and the right side bearing cap. The left side bearing cap is a hand fitted billet steel bearing cap. We put the billet steel bearing cap on the ring gear side of the rear end to eliminate flexing which is further strengthened with a half inch socket head cap screw that replaces the stock seven sixteens hex head cap screw. The case is bored and tapped out to a larger half inch threaded hole. We replace the old 17 spline side yokes with Dragvette's own 30 spline inner axles. They are made of Hy Tuff material and hardened through out. Hy Tuff is the toughest material on the planet to take a shock. A 190,000 tensile strength rating compared to 110,000 for other after market axles. Our inner axles handle 1000 hp applications no problem. They are larger in diameter with a 30 tooth spline. The 30 tooth spline isn't cut as deep as a coarser 17 spline. Our design places the splines on top of the inner axle rather than cutting them into the inner axle. That leaves more meat in the already larger diameter inner axle. The larger diameter inner axle requires machine work on the carrier housing. A brand new carrier is installed. We also fit hardened 30 spline spider gears to match the larger inner axles. A .050" bigger diameter hardened cross pin is also installed to increase stability of the spider gears. A new set of performance ring and pinion gears are installed with your choice of the following ratios 3:08, 3:36, 3:55, 3:73, 3:90*, 4:11, 4:33, 4:56. The ring and pinion are American steel and manufactured in the U.S.A. with American quality. The rear end is assembled with the most aggressive driver in mind. The back lash is set to the performance standard. This minimize the shock of a standing start or hard manual shifts. The drive flanges will bolt up to your current half shafts with no modification.
Our posi-trac unit will easily handle 800 Plus Horse Power. We stand behind our work with a full 2 year from date of purchase, plus a 6 month grace period for install and winter delay. this is a full replacement warranty. Our spool unit is in a number of 1000 HP Corvettes with zero failures with any of our rear ends to date. You must use Lucas or Valvoline 85-140 gear lube non synthetic and a lubricant package for posi-trac clutches. Synthetic lubricants void warranty. Free Shipping in 48 states. No core charge.
Supply chain disruption due to Covid 19 has made parts difficult to get. Orders have longer lead times do to this situation beyond my control. I have been able to secure the parts needed to provide our top quality "Racers Rear End". Please be aware many gear ratios are simply not available anymore US Gear has stopped manufacturing Corvette ring and pinions for the C-2 and C-3. I would assume the volume did not met there requirement. I do have some 4:33 and the more common series three ratios. Unless its a used gear the 4:56 is not available. I am working on securing some 4:11's.
Here are some formulas to help you determine your best gear ratio for your use. These formulas are not for overdrive transmissions and you should allow about 10 percent slippage for a non-locking converter. Order early if possible it it commonly takes 4 weeks to receive a rear end if it is not in stock.
Talk to Steve at 877-422-0943 toll free to discuss the purchase. $1,500.00 required on ordered date remainder on shipping date.
Current inventory none. Some in process.
To determine what RPM you'll be at for any given gear ratio and tire diameter:
MPH x Axle Ratio x 336 -- Divide that number by the Tire Diameter
To determine what speed you'll be going with a given tire diameter and gear ratio:
RPM x Tire Diameter -- Divide that number by the Axle Ratio x 336
To determine what axle ratio you'll need for a given speed and tire diameter:
RPM x Tire Diameter -- divide that number by the MPH x 336
3:90* This ratio is not available in a US Gear brand.
USE THE PAYMENT OPTIONS BELOW WE WILL CONTACT YOU TO GET THE SPECIFICS OF YOUR ORDER, EX GEAR RATIO.