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What is “Anti-Wheel Hop”

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Knowing what wheel hop is and what causes it is the first step to understanding anti-wheel hop technology and the advantages it provides. “Anti-wheel hop” is actually a technology developed by General Motors years ago on some of the first rear-wheel drive IRS cars. The concept is simple, use a larger diameter axle bar on the side that is most likely to receive the most power first.

Here is why it works. Wheel hop occurs due to a variety of reasons. Suspension, driveline, tires, power levels, etc. all play a part in wheel hop. But, at the most fundamental level, wheel hop occurs when the axle is “wound up” (twist). When the force of the axle trying to unwind exceeds the grip of the tire, it breaks loose and snaps back. Within an instant, the tire tries to grab and the axle winds up again and the process starts over again. This constant wind and unwind casuses the tire to bounce and is what we call wheel hop.

There are a variety of fixes for wheel hop. Stiffer suspension, different tires, etc all help to “stick” the tire. Another fix to help eliminate wheel hop is better axles. All GForce Engineering axles feature the Anti-Wheel Hop Technology. Larger diameter axles, premium materials and more strength and rigidity all reduce wheel hop. This combined with the appropriately matched suspension can virtually eliminate wheel hop and ensure your car hooks like you want it to.

Its important to note that ALL GForce axle feature this same Anti-Wheel Hop Technology. This includes our 850HP axles, Outlaw axles and 9″ axles.

Measuring for a driveshaft

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Proper measurements for your custom driveshaft.

Whether you are ordering a custom driveshaft for your project or double checking your’s cars measurement when ordering a GForce driveshaft, proper measurement is critical to ensure you receive the ideal driveshaft length for your application and the lowest risk problems down the line. Measuring, in most cases is extremely simple. Below are a couple quick tips and diagrams to help make sure your measurements are as accurate as possible.

Slip Yoke:
If you are looking for a driveshaft with a transmission slip-yoke, make sure to indicate what transmission you have. Measurement is taken from trans seal on the tailshaft of the transmission to either the face of the diff yoke (which is u-joint centerline) or the face of the diff flange (if your differential is so equipped). Measurement “X” on the diagram shown below.

Note: If you have a GM 4L80 transmission, we will need to know if your transmission output shaft is threaded or non-threaded. This can be determined by looking at the inside of the center hole on the back on the output shaft. Some are threaded and others or not. This will determine which slip-yoke we include with your shaft.

Transmission Flange:
Most GForce Engineering driveshafts listed on our website are direct replacement upgrades for OE driveshafts. In many late model cars, both the transmission and differential use output flanges instead of a slip yoke on the trans and open u-joint on the diff yoke. In this case, measurements is simply taken from inner face of the flange to inner face of the flange.

GForce 9″ Kits:
Measuring for a GForce 9″ Kits driveshaft can be a combination of the above two scenarios. Depending on whether your transmission requires a slip yoke or is equipped with an output flange. Measurement is taken from one of these locations to the face of the yoke on the diff. The face of the yoke is also referred to as u-joint centerline, in this case.

If ordering a custom driveshaft, its is important to know what u-joint you need for your differential. All GForce 9″ Kist require the common 1350 U-Joint. Other commonly used sizes are 1330 and 1310.