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This Corvette Rear Axle Kit is for the C2 and C3 (Circa: 1963-1982) Corvettes that originally have 17-spline axles. This kit replaces the wheel flange axle, universal joint flange, and the 4-bolt u-joint flange on the tubular rear axle drive shaft. The spline on the axle is increased to a more modern 31-spline with a 1.333” major diameter. Click here for product page |  |
C2/C3 Corvette Inner Yoke Shafts
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 | The C2 and C3 Corvette differentials come from the factory with a 17-spline inner flange yoke that can be prone to failure. Our solution is to upgrade the rear by modifying a stock Corvette posi-traction carrier with 30-spline side gears and adding a one-piece 300M 30-spline inner flange yoke shaft that eliminates the bolt-on flange yoke. Click here for product page |
CV Driveshaft Assemblies for Shorty Powerglide
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The MW dragster CV driveshaft assembly solves the problem associated with running a close-coupled u-joint driveshaft. By utilizing constant velocity joints, the binding and vibration problems associated with a conventional u-joint shaft are eliminated. The result is reduced power loss and a smoother running assembly. Click here for product page |  | Jaguar XK and XJ Type Rear Hub and Yoke-Shaft Improvement
|  | The XK and XJ series Jaguar rear axle hub has long been a problem with the increased power output from today’s improvements. The hub assemblies are also commonly used when building street rods that incorporate an independent rear suspension. Click here for product page |
Mark Williams Hellcat Driveshaft
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The Dodge Challenger SRT Hellcat needed some help in the driveshaft department. The factory carbon fiber shaft is a nice part, but not up to the requirements when you start modifying the power output. The fact that this car has a relatively long distance from the transmission to the differential eliminates the option of producing a one-piece shaft. Our design utilizes the two-piece construction as dictated by the shaft's critical speed requirements. Click here for product page |  |
Mustang GT500 Driveshaft
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 | MW has developed a one-piece 7075 aluminum slip-joint driveshaft for the awesomely powerful Mustang GT500 which incorporates our patented bonding technology. It has proven to be a reliable replacement for the breakage-pron OEM two-piece driveshafts with center support bearings in high horsepower Mustang applications. Click here for product page |
Gibbs™ Brand Rust Preventive
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Mark Williams Enterprises has long been searching for a product that provides better corrosion resistance than commonly used WD-40 oil. M/W has always been skeptical of products with miracles through chemistry. However, GIBBS™ brand lubricant is the exception, and lives up to its claims. This product is the best bet for keeping unpainted dragster chassis tubing from rusting.
Available for purchase here. |
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DUAL Angular Contact Ball / Ball Bearing Support
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 | The new dual angular contact bearings reduce friction and increase RPM capacity. All assemblies are factory pre-load set to simplify the installation. These M-W exclusive bearings make pre-load adjustments easy for field service by allowing the removal of the front race.
For 9" and 9-1/2" gears with 28 spline pinion
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Thirdmember with 10" Pitch Diameter Gears
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 | Mark Williams now offers race-ready 3rd members equipped with a beefy 10” pitch diameter ring gear (trimmed to 9.5”) that can be employed in the popular 9” Ford style rear end housing. This setup is ideally suited to ultra high horsepower applications like Pro Mod.
Click here for product page P/N 57026 |
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These new 7075 alloy driveshafts are exclusive to MW, and feature our patented Accu-BondTM process for securing the yokes to the shaft. These are 61% stronger than our previous best, and can save approximately 50% of the weight over similar-sized steel shafts. Ideally suited for Pro Mod and other extreme horespower applications, these shafts are custom made and are balanced to G30 specifications at simulated operatiing conditions on our high-speed balancer. |  |
