The solid rear axle found in the Camaro and Firebird is a semi-floating hypoid rear axle, which is designed for use with the following components:

The rear axle has a hypoid type differential ring gear. The centerline of the differential drive pinion gear is located below the centerline of the hypoid type differential ring gear. The rear axle housing encloses all of the components that are necessary for transmitting power from the propeller shaft to the rear wheels and tires. Bolts attach the rear axle housing cover to the back of the rear axle housing. The rear axle housing cover is removable in order to permit service of the differential case without removing the entire axle from the vehicle.

A universal joint connects the rear end of the propeller shaft to the drive pinion gear yoke. The drive pinion gear yoke has a splined end that fits over the drive pinion gear. The splined end of the drive pinion gear yoke also drives the pinion gear. Two preloaded tapered drive pinion gear bearings support the drive pinion gear in the rear axle housing. The races of the following components are press fit into the rear axle housing:

The races of the inner drive pinion gear bearing and the outer pinion gear bearing press against shoulders which are recessed in the rear axle housing.

Tightening the drive pinion gear nut compresses a collapsible drive pinion gear spacer. This bears against the following components:

The drive pinion gear spacer performs the following actions:

Enable the adjustment of the fore-and-aft position of the drive pinion gear by placing selective drive pinion gear shims between the following components:

The differential case is one piece. Two differential side bearings support the differential case in the rear axle housing. The differential side bearings are preloaded by the insertion of differential bearing shims between the following components:

Vary the shim thickness from side to side. This positions the differential case for proper backlash between the differential ring gear and the differential drive pinion gear.

Bolts attach the differential ring gear to the differential case. The following components have splined bores used for driving the axle shaft:

The position of these pinion gears permits the gears to turn in counterbored cavities of the differential case. The following components have smooth bores:

The differential pinion gear shaft holds these pinion gears in position. The differential pinion gear shaft mounts and locks in the differential case. All four of the gears mesh with each other.

The following components turn freely on the pinion gear shaft:

These pinion gears act as idler gears when the rear wheels turn at different speeds.

The following components back the differential pinion gears:

Vehicles that are equipped with the standard rear axle and the Antilock Brake System (ABS) only, have a single rear wheel speed sensor mounted on the differential carrier behind the ring gear. A wheel speed sensor is bolted to the top of the rear axle housing opposite the reluctor wheel. This sensor provides wheel speed information to the electronic brake control module (EBCM)

Vehicles that are equipped with the limited slip rear axle, ABS, and a Traction Control System (TCS) have rear wheel speed sensors mounted on the axle shafts just behind the axle flange. The axle mounted reluctor wheels are an integral part of the rear axle shaft and cannot be replaced separately. If the wheel needs to be replaced, you must replace the entire axle.

When the vehicle turns a corner, the differential allows the outer rear tire and wheel assembly to turn faster than the inner tire and wheel assembly.

The inner tire and wheel assembly moves more slowly than the outer tire and wheel assembly. The inner tire and wheel assembly slows its (side) differential pinion gear. The side differential pinion gear is slowed because the axle shaft is splined to the side gear.

The differential pinion gears roll around the slowed (side) differential pinion gear. This action causes the other differential pinion gear and the tire and wheel assembly to move faster.

Limited slip rear axles have several definite operating characteristics. An understanding of these characteristics is necessary in order to aid diagnostics. The rear axle limited slip differential found in Camaro and Firebird vehicles is the Zexel Torsen® rear axle. This axle differs from the previous Auburn® limited slip units. The Torsen® axle does not utilize clutches or cone clutches as in other limited slip units. The Zexel Torsen® axle is a unique design which utilizes parallel axis helical gearing to develop side gear separating force in an axial direction and planetary gear separating force in a radial direction.

There are not any major servicing differences between the Torsen® and Auburn® differentials except for a thrust block is used in the Torsen® differential for retention of the C-clip as compared to a pin used in the Auburn® differential.

All the following rear axle components are interchangeable (except for the differentials):

The Zexel Torsen® limited slip differential is non-serviceable. Diagnosis is limited to the inspection of the unit for excessive wear to the helical gears or the differential case. The differential should not be disassembled nor should the helical gears be removed. The differential cases of the 2 vehicles are not interchangeable. The following procedures are the same for both the Torsen® limited slip differential case and the standard rear axle differential case:

You must know the rear axle identification code (1) and the manufacturer's code (2) before adjusting or repairing the repair axle shafts or the differential.

The following information is stamped onto the forward side of the right axle tube or on a metal tag on the housing cover:

RPO codes for the rear axle are also printed on the service parts identification label.

Refer to Lubricant Level Check for information on measuring or adding lubricant.