Although we've been building these for a few months now, we have just finally put together a spec. sheet for our C6 differential products. This is a direct copy of our new webpage soon to be installed online.


C6 Corvette High
Performance IRS Rear Differential
DTE offers this must-have upgrade for those of you that wish to get that neck-snapping acceleration that only a lower gear change can deliver! We assemble and blueprint each and every differential in-house to insure complete quality control so that you receive a finished HP differential that performs as expected. Each DTE-built differential will perform OEM quiet…guaranteed and they can be purchased on an exchange basis or we can perform a complete turn-key installation in-house for your convenience. Make no mistake, DTE has the best precision built and most durable HP Corvette IRS differentials available that our competition often tries to unsuccessfully imitate. They are built with quality, precision and durability in mind as an engineering target, not just a cheap price because we feel you deserve nothing less then the best for your high performance Corvette. Give DTE a call today to upgrade your Corvette’s drivetrain and leave your competition broken on the starting line!
***Any complete, rebuildable differential with any ratio redeemable as core!***


2005 C6 CORVETTE
All Stages Of DTE Built IRS Differentials Include The Following Standard HP Upgrade Package:

- Complete disassembly and component inspection
- Internal and external case deburring to deny cracks
- Carrier deburring
- Pinion shaft support deburring
- Internal & external side cover deburring
- Clutch pack housing deburring
- Ring & pinion set deburring
- Cryogenically treated gear set (Not all builders offer this as standard!)
- Case and internal component cleaning
- Modified & improved bearing oiling system
- Timken bearings, races, seals and O-rings
- Motive Gear ring and pinion set
- Your choice of 3.15, 3.42, 3.73, 3.90 and 4.10 ratio
- Replacement clutch pack components when required
- Redline synthetic lubricant (No other builder includes fluids!)
- GM limited slip posi-traction additive (No other builder includes L.S.A.!)
- Blueprinted to our own engineered HP specifications and tolerances
- Professional assembly for O.E. appearance
- Quiet, smooth operation
- Written 2 yr./24,000 mile warranty*


DTE Stage 1 Street Performer
- Standard HP upgrade package
- O.E. output shafts
- O.E. clutch pack
Exchange or Build Your Supplied Core: $1199.00


DTE Stage 2 Street Performer Plus
- Standard HP upgrade package
- DTE 4340 “300M” hardened steel output shaft for left side
- O.E. right output shaft
- DTE HD clutch pack and pre-load spring set- 34% stronger posi-traction clamping load per side
Exchange or Build Your Supplied Core: $1549.00


DTE Stage 3 Extreme Duty
- Standard HP upgrade package
- DTE 4340 “300M” hardened steel left output shaft
- DTE 4340 “300M” hardened steel right output shaft
- DTE HD clutch pack and pre-load spring set- 34% stronger posi-traction clamping load per side
- Internal fasteners safety wired
- DTE engineered exclusive HD 6061-T6 billet aluminum pinion shaft support
- Differential cooler line fitting and bung engineered into case
- Differential temperature probe port integrated into case
- Micro-polished gear set
- Cryogenically treated internal, external and case components
- Assembled with tighter tolerances for extreme duty racing use
- Built using only NEW Getrag 3-rib, 3-series C6 cases
Outright Purchase Only: $5525.00

*Core charge: $2050.00


Corvette Gear Ratio/Vehicle Speed Chart
NOTE: Calculations derived from using stock O.E. standard Corvette wheel/tire combination- 275/40-18
Tested in 6th for the M6/M12 and 4th for the A4 4L60-E
Subtract additional 200 RPM per ratio for A4 T.C.C. lock-up application

Automatic A4: /Manual M6-M12:

3.73 /3.73
60 MPH: 1977 RPM /60 MPH: 1411 RPM
65 MPH: 2142 RPM /65 MPH: 1528 RPM
70 MPH: 2307 RPM /70 MPH: 1646 RPM
80 MPH: 2637 RPM /80 MPH: 1881 RPM

3.90 /3.90
60 MPH: 2066 RPM /60 MPH: 1475 RPM
65 MPH: 2239 RPM /65 MPH: 1598 RPM
70 MPH: 2411 RPM /70 MPH: 1721 RPM
80 MPH: 2755 RPM /80 MPH: 1966 RPM

4.10 /4.10
60 MPH: 2171 RPM /60 MPH: 1550 RPM
65 MPH: 2352 RPM /65 MPH: 1680 RPM
70 MPH: 2533 RPM /70 MPH: 1809 RPM
80 MPH: 2894 RPM /80 MPH: 2067 RPM

All relative vehicle speed/gear ratio charts above have been tested/validated by DTE on our chassis dyno and are an approximation of +/- 30 RPM accuracy. These values are subject to change in either direction with other types of tire/rim combinations other than what were used for the calculations above. Use the above charts as a point of reference only.


Please give us a call, email or post here with your questions/comments and we'll respond promptly. Have a nice day gentlemen!



Best Wishes,
DTE
(260)407-5455

 

So for those of us that get in the 400 to say 525 horsepower range with an auto which package is a better fit? I am leaning towards 4.10 gear because of the auto unless you feel a 3.90 would be better?

 

Generally, the 3.73 ratio has been our most popular differential of choice for the A4 guys because it's a nice all-around gear that will give you a MAJOR acceleration increase over stock gearing, while not negatively affecting fuel economy for highway use with proper PCM calibration~ especially with 500+ RWHP. More often than not, the 3.90 and 4.10 ratio is chosen by drag racers.

 

Installed too many DTE diffs to count... quality second to none

Bill

 

Which stage?

 

That will depend greatly on your driving style and the intended usage of the vehicle.

As a rule of thumb: Buy the best, strongest differential you can afford the first time around, as it's better for the driveline to be over-built, than under-built~ especially when the car is producing big power. Remember, it's a *LOT* more costly to replace broken/damaged driveline componets the second time around....

 

On that note, I have a question about the stage II package.

Why does this package only replace the left output shaft?

Why not both?

Very interested in a DTE rear for my C6,

Pat

 

And another question: with an overbuilt DTE rear end,
like say the stage III, is the cradle you also sell a
useful investment?

Pat

 

Sorry, one more question: for a 6 spd car which will
be frequently drag raced, including high traction tires,
is the stage III strong enough?

Put another way, if I had enough engine to get the car
into the high 10s or low 11s, would this rear end
stand the punishment?

Pat

 

Mainly because everyone has different budgets and the addition of the right shaft will add $500 to the diff build cost by the time the short-shaft and the mating side gear/snap ring are included.

 

We recommend the differential strut to anyone who has a high-powered car or for someone who frequents the drag strip. A $379 preventative investment insurance now is a *WHOLE* lot cheaper than replacing broken driveline parts later.

 

There are never any gaurantees in racing and as racing goes, you'll *eventually* break something.....goes with the territory.

We can say with 100% confidence that our Stage III combined with the differential strut is the *STRONGEST* driveline upgrade you'll find anywhere...period. We have been the ONLY IRS differential builder to invest heavily in time and capital to engineer/produce very high strength internal differential components for the Getrag differential. NO ONE else has done this to the level we have and no one probably will either, since we supply and build approx. 78% of the other builders their parts and build differentials for other tuner shops all across the USA, including international sales.

 

On an exchange, am I safe to assume you will ship the 'new' differential to me and then I ship the take-out back to you after the swap???

 

Correct.

We give you 15 days to send the buildable, undamaged core back, for which the core charge will be refunded back to your CC within 15 business days. This is basically how we have done things for the last 2 1/2 years with the C5 differentials and it works very easy and smooth for everyone.

We are in the process now of acquiring additional C6 differential cores for our inventory, as these have been somewhat difficult to come by this early in the 2005 model year. It's loosening up quite a bit however, as time rolls on.

 

bump

 

With the tighter tolerences of the stage III, will there be gear wine?

 

No.

 

I thought the C5 and C6 differentials are the same.

 

They are indeed not the same, especially the case assy; however, some of the internal guts will interchange.

 

bump