The front axle on automatic four-wheel drive models (Bravada) uses a conventional ring and pinion gear set to transmit the driving force from the engine to the wheels. The axle is designed to remain in constant four-wheel drive operation. The axle has no disconnect feature.

The front driving axle on selectable four-wheel drive models (Chevrolet and GMC) uses a central disconnect type front axle/transfer case system. This allows shifting in and out of four-wheel drive when the vehicle is moving under most driving conditions.

The differential allows the wheels to turn at different rates of speed while the front axle continues to transmit the driving force. This prevents tire scuffing and premature wear on internal axle parts.

Two tapered roller bearings support the differential case in the axle housing. The differential and ring gear use threaded adjusters and are located in relationship to the pinion. The ring gear bolts to the differential case using left-hand thread bolts.

Two tapered roller bearings support the pinion gear. The pinion depth is set by a shim pack between the gear end of the pinion and the roller bearing pressed onto the pinion. Pinion bearing preload is set by crushing a collapsible spacer between the pinion bearings in the axle housing.

The axle identification code is stamped on the top left half of the carrier case along the edge of the machined face.

The wheel drive shafts are completely flexible. These consist of inner and outer constant velocity (CV) joints that are connected to an axle shaft. The inner CV joint is a tripot design that is completely flexible, and can also move in and out. The outer CV joint is a Rzeppa™ design that is flexible, but cannot move in and out.