The vehicle is powered by either the LS1 or LS6 5.7 liter V-8 engine, VIN G or S. Motion is transferred from the engine crankshaft/flywheel through the driveline support, propeller shaft, assembly to either the 4L60-E (M30) automatic transmission or the ZF (MM6) 6-speed manual transmission. The splined output shaft of the transmission drives the pinion, which in turn, rotates the ring gear and differential case assembly. The limited slip differential distributes torque/power to the rear wheels via individual axle shaft assemblies. The limited-slip differential is of a conventional separator plate and friction disc type design.

The differential housing, side covers, pinion housing, and differential case halves are constructed of cast aluminum. The internal components incorporate a hypoid gear set, ring and pinion, carrier assembly, and pinion housing assembly. The pinion is supported in a pinion housing by tapered roller bearings. The pinion is positioned rearward of the ring gear centerline.

Pinion position, ring gear position, and carrier bearing preload are determined by shimming procedures.

All models have a 7 5/8 inch ring gear. Each ring gear has specific setup dimensions, A1 and A2 values, stamped onto the side area of the gear. The A1 and A2 values are unique to each ring gear/pinion and are determined during the manufacturers gear/pinion noise and vibration setup and testing. The vehicle speed sensor reluctor ring is incorporated into the outside area of the ring gear. The vehicle speed sensor detects the rotational pulses produced by the reluctor ring and send the signal to the vehicle control module (VCM).

The differential assembly is available in three gear ratios. The 3.42 ratio axle is used in all manual transmission applications. The 2.73 ratio axle is standard equipment for automatic transmission applications with an optional 3.15 ratio axle available.