This bulletin applies to all Chevrolet vehicles model years 2014-2019. When diagnosing multiple DTCs, one may be U****Byte 71.

Any control module may set a DTC for one of its inputs and that data is shared across the communication bus for other modules to perform their respective functions.
The receiving module may set a 71 byte type DTC. A symptom byte 71 indicates invalid data.
This sub type is used by the ECU to indicate a signal was received but invalid.

In these cases, the DTC list should be examined for what control module or missing data the U codes point to and check for DTCs related to the managing control module’s inputs.
As a general rule, never replace components for “Invalid Data Received” codes within the component.
Resolve the system-wide non-communication (not U codes) first.

An example is an intermittent wheel speed sensor code is setting U codes across buses and the root cause was tracked back to the wheel speed sensor and EBCM messages.
When the EBCM sets any of the wheel sensor codes C0035-C0050, it yields “Service Transmission,” “Steering Assist Reduced” and “AWD off” in addition to “Service Stabilitrak” and “Service ABS” messages.
This is in addition to several U codes corresponding to these messages which may include U0121, U0131, B1011, U0414, C0040, U0422, U0415, U2502, U0401, U0403 and U0402.

The EBCM would set the wheel speed sensor code intermittently, triggering a system malfunction message to be transmitted, resulting in multiple U codes across a chassis expansion and HS CAN buses.

The multiple U codes can cause misdiagnosis.
An erratic wheel speed signal can cause this failure due to miscommunication in the system when it intermittently fails.
When you review ABS data you may find an erratic signal from the wheel speed sensor.
This can be caused by a faulty front hub wheel bearing.

There is a common failure point for all C5 HVAC controller head in where the LCD screen the output goes dim and in sunlight cannot even be seen
to make adjustments for what you want in HVAC

Replacement HVAC units today costs as much as $600 plus yours as a core but since GM quit using these is harder to find these for sale

Some vendors do have a repair service where you have to mail them the unit and then have the down time to get the unit back to them
Many charge $75 plus and the cost of round trip shipping
This could take from 1-2 weeks

Here is an example of fixing this command failure point :

There is eight resistor packs, on top they say "241"
Over time due to heat the soldering joints from them crack causing lower voltage to the LCD screen

Take the HVAC unit out of the console, there is only 1 small mounting screen at each end.
Disconnect the wiring harness from the unit
Remove 4 small screws on the back side to crack open the rear and front cases.
Lift up the rear daughter board out of that back case
Turn over and look for eight resister packs labeled 241
Use a low wattage soldering iron with thin solder
Re-solder both ends of each of the 8 resister packs, do not over heat them
Best is re-solder just one end of each and then let them cool a few minutes and then re solder the other ends
So that is 16 solder joint ends
While unit is open lift the front daughter board by removing 4 small screws (1 per corner) and there is several LED as lights and the LCD screen and the lens for it and clean them
Reverse the process in putting the HVAC unit back together and then reinstall back into the console
Before installing center console turn Ign key to ACC and assure LCD now reads clearly

Cost is zero if you have small soldering iron and thin roll of solder, otherwise maybe spent $25 for them and use for other projects

Here is before and after re-soldering was done

NOTE :
To show this I traced what each wiring pin was for and then temporarily hooked up voltages and ground to make the LCD screen viewable

Not something you need to do

Jordan Taylor is set to replace Jan Magnussen at Corvette Racing for the 2020 IMSA WeatherTech SportsCar Championship season, as the first major shakeup in the team’s lineup in nearly ten years.

Industry sources have confirmed that the 28 year old will make the switch from his father’s Wayne Taylor Racing Cadillac DPi operation to the Pratt & Miller-run factory squad, in a deal that’s believed to have been struck with GM last month.

Taylor had previously driven for Corvette Racing in selected endurance races from 2012-17 although was not retained following the 24 Hours of Le Mans in 2017.
That year, Jordan and brother Ricky claimed the IMSA Prototype championship in WTR’s Cadillac DPi-V.R, where he has remained focused at in recent years, highlighted by two overall Rolex 24 at Daytona wins.

The move, which is understood to have been a number of months in the making, has come at the expense of longtime Corvette driver Jan Magnussen.

It is unclear if the 46 year old Dane, who has been with Corvette Racing since 2004, was forced out or elected to step down in a possible move towards retirement.
Jan Magnusson’s contract with GM had been up at the end of 2019.

When asked about the driver shakeup a Chevy spokesperson said:
“Chevrolet won’t discuss speculation on personnel matters. Jan has been and continues to be a valuable part of Corvette Racing.”

No other changes are expected within the team’s lineup for 2020, with Tommy Milner, Oliver Gavin & Antonio Garcia all likely return with the new 2020 mid-engine Corvette C8.R, which will be formally unveiled at next month’s Motul Petit Le Mans.

Just released for 2020 C8 in Canada

Look and shape of the rear wing

A new performance calibration is available from Chevrolet Performance for 2017-2019 Camaro ZL1 models (in Canada, 2019 Camaro ZL1 models only) that enhance launch capabilities on the drag strip.

The calibration has been developed through continuous drag strip development of the Camaro ZL1 to enable enhanced performance right from the starting line.
The Electronic Limited Slip Differential (eLSD) Drag Race Calibration has been developed to enable more consistent burnout performance for improved drag strip launches.

The calibration doubles the differential coupling torque during burnout and drag launch scenarios by increasing the pressure applied to the clutch pack in order to prevent relative slip between the clutch plates.
As a result, burnouts warm both tires evenly, which is essential for a straight launch.

Camaro eLSD Calibration Update

The eLSD Drag Race Calibration requires reprogramming the Chassis Control Module.
Before programming, contact the Techline Customer Support Center (TCSC) for programming requirements and a Vehicle Configuration Index (VCI).
The VCI is valid only for the specific VIN provided by the technician.

To install the calibration, reprogram the Chassis Control Module using the Service Programming System (SPS).
Module software and utility files are updated along with the calibration files. Clear any DTCs that set during reprogramming.

Refer to Chassis Control Module Control Calibration Data File Package Installation GM Performance Drag ZL1 Instruction ID: 84612071 (Document ID 5135164 in the Camaro Accessory Installation Manual) for more information.

The updated calibration is for drag racing purposes on an appropriate track.

It is only enabled when traction control and electronic stability control (ESC) are disabled.
Drivers can turn off traction control and ESC by pressing and holding the traction control button for five seconds.

Driving the vehicle on public roads with traction control and ESC disabled is not recommended.
Updating the Camaro ZL1 with the eLSD Drag Race Calibration from Chevrolet Performance maintains the vehicle’s warranty.

Program has competed in Monterey every year since 1999

Magnussen, Gavin enter with four class victories each in Monterey
No. 3 Corvette still alive in GT Le Mans title chase
Continued quest for IMSA victory No. 100
Live race broadcast at 3 p.m. ET Sunday on NBC

DETROIT (Sept. 10, 2019) – Corvette Racing heads westward again this week with sights set on WeatherTech Raceway Laguna Seca and an eighth class victory in 21 appearances on the Monterey Peninsula.

The Monterey Sports Car Championship – airing live at 3 p.m. ET Sunday on NBC is the 10th of 11 events for Corvette Racing in this year’s IMSA WeatherTech SportsCar Championship.
The goals are simple: score a 100th victory in IMSA competition and remain in contention for a fourth straight GT Le Mans (GTLM) championship.

Nestled near Monterey Bay, the 2.238-mile, 11-turn Laguna Seca circuit presents another daunting challenge for Corvette Racing and the rest of the IMSA field. Temperature fluctuations, sand and dust blowing on the circuit and other factors are wildcards on a Monterey race weekend.
But they are ones Corvette Racing has successfully overcome before.

Antonio Garcia and Jan Magnussen are the most recent winners for Corvette Racing, having won back-to-back in 2013 and 2014.
The pairing in the No. 3 Mobil 1/SiriusXM Chevrolet Corvette C7.R stand third in the GTLM Drivers’ Championship with two races left and have a chance for their third consecutive title.

Magnussen has four wins at Laguna Seca to rank second all-time in IMSA history.
The driver tied with him is teammate Oliver Gavin, who drives the No. 4 Mobil 1/SiriusXM Corvette C7.R with Tommy Milner.
The Gavin/Milner pairing were winners at Laguna Seca together in 2012, and Gavin was the GTLM pole-winner a year ago.

WeatherTech Raceway Laguna Seca is one of three tracks where Corvette Racing has competed in each season of its existence since 1999 Sebring and Road Atlanta are the others.
In 20 races in Monterey, Corvette Racing has accumulated nearly 12,000 racing miles and more than 5,300 racing laps.

The Monterey SportsCar Championship powered by McLaren at WeatherTech Raceway Laguna Seca is Sept. 13-15.
Sunday’s two-hour, 40-minute race will air live at 3 p.m. ET on NBC and the NBC Sports App. Live audio coverage will be available on IMSA Radio, Sirius 113, XM 202 and SiriusXM Online 972.

ANTONIO GARCIA, NO. 3 CHEVROLET CORVETTE C7.R:

"We’ve had really good races in Monterey. It’s always a question mark if you can find the right tires and right compound that make the car work around there.
Until I hit the track Friday and we try all the options, you don’t know where you are against the competition.
We’re all looking forward to this weekend a challenging racetrack and a big drop-off on tires so that management is key. Strategy and tires will decide the race."

JAN MAGNUSSEN, NO. 3 MOBIL 1/SiriusXM CHEVROLET CORVETTE C7.R:

"Laguna Seca is fantastic and in a beautiful area.
It has a great flow to it, and when you get the car just right then it’s super-enjoyable. We’ve had pretty good success out there; hopefully we can get a bunch of points out there.
It’s very low-grip there. The key there is having a good setup that produces grip so you can produce good lap times.
Having a good balance in order to get through traffic and not cost yourself lap time is a big thing. It’s so easy to overdrive and make mistakes because of that grip level.
You have to disciplined to use what you have."

OLIVER GAVIN, NO. 4 MOBIL 1/SiriusXM CHEVROLET CORVETTE C7.R:

"I’ve been coming to what’s now WeatherTech Raceway Laguna Seca for quite a long time and been fortunate to win four times there.
It’s a track that has a lot of history not just in sports car racing but many other forms of motorsport.
Practically everyone knows of Laguna Seca and the Corkscrew, so we are lucky each year to compete there.
It’s down to the final two races of the season and all of Corvette Racing want to end the season strong.
A victory here this weekend would give everyone here a lot of satisfaction heading to Road Atlanta."

TOMMY MILNER, NO. 4 MOBIL 1/SiriusXM CHEVROLET CORVETTE C7.R:

"What stands out is the drive to the track way up the mountain and into the facility. There is something that’s a little intimidating about it, but it’s another track on the ISMA calendar that has a lot of history.
It’s a challenging one, for sure.
For whatever reason maybe it’s the sand that gets on the racing surface it’s always a challenge to get a quick lap and to be fast and competitive over a whole stint.
It’s fun to race on and one that lots of people like to go to, and I’m sure one that fans enjoy watching from with lots of great vantage points.
It’s definitely a highlight for us."

Due to how hot nameplates run their engines today for smog and gasoline for most vehicles have E10 or E15. Somewhat less allow for up to E85.
The combined of the 2 above plays hell with the fuel injectors and over time degrade and the owners of vehicles have no way of knowing if the injectors have degraded

Gasoline depending on the supplier that is adding cleaning agents may not be using the right types of enough of different cleaning agents.
People just assume what gas they are buying is correctly for the Ethanol and heat issues.

Another issue is the 2 O-Rings may also degrade and cause air leaks; the injectors may degrade and cause the injector to leak gas into the cylinders
Both issues then affect the proper AFR to 1 or both sides of engine and vehicle owner never knows the engine has lost performance or less fuel mileage
I had a sight imbalance of the LS1 of my C5.

I decided on doing this project to determine a good way to test fuel system for any type of leak and if the injectors were clean enough and working correctly
I also decided to see how cheaply I could put a test tool together to do what I wanted to test.

Figure 1 below shows the final design, with some parts I had lying around the total cost for this fuel system/ fuel injector test tool was under $75
There is injector cleaning products that depending on costs are supposed to do proper cleaning of fuel systems but most really cannot undo the degradation from the use of Ethanol

Below, Figure 5 shows four different fuel/injector products.

Some do very little and some are more costly and also are to do other cleaning as lubing the upper cylinders.
Best case and does not have to be done in short time frame is take the fuel injectors out

A cheap way, not the best is like $16 for a tool that simply hooks up to the vehicle battery and 1 injector at a time is plugged into this tool ( as seen below) and you need a cleaning product that is a spray where the nozzle of it is pulled into the tool, connect the voltage and push the nozzle top.
With the voltage to the injector allows it then to spray through the cleaner out the nozzle of injector.

I would not do this for a long time-frame as a injector is not designed to be on 100% of the time and doing so the internal coil of injector will get too hot .

Best case like in G.M vehicles is taking off 2 bolts on each side of the fuel rail, disconnecting the wiring connectors from each injector and removing the fuel line. Done in short time-frame

Being we want to test the fuel rail and injectors for air and fuel leaks tests I did:

1. With injectors still installed on fuel rail I choose to use a small tank (as below figure 1) that allows it to be put under pressure.
That is connected to the male stem on fuel rail.
Pumped tank to around 40 PSI. With no voltage to injectors they would be closed to any flow but receiving high air pressure from tank.
I let that sit for 24 hours and via a pressure gauge could tell there was a slight leak in testing of :

A. Any part of fuel rail parts
B. A stuck open fuel injector
C. But did track down one O-ring causing a pressure leak.
Once replacing that repeated the pressure test for another 24 hours and no drop of pressure found.
D. That testing gave insurance anything part of fuel rail was fine now with the replacement of that 1 O-ring

2. Next test was to replace the pressurized air in the test tank with cleaning product.
3. To do this as seen below I built a system where I could test from 1 to 8 fuel injectors one at a time or multi ones concurrently.
Your setup does not need all I did but you want a way to flush each injector with cleaner and be able to see

A. If the spray holes of injector are clean
B. That the spray pattern on each look the same.
C. Could go so far as to allow cleaner to spray through a injector into a small container that measures the amount cleaner sprayed in X amount of time.
Such as if the injectors are rated to flow 55 CC a minute then allow your test to run that long and then see if the container measurement shows that amount of volume
D. If not then assume the nozzle holes are partly plugged up and require more cleaning time

1. As mentioned the internal coil of injector was not designed to be on 100% of the time as that would overheat that coil
2. The engine management controller commands how long the injector will flow but in short milliseconds of time.
As example at idle the PCM may command injectors to be on for 3 mS and then turn off. Maybe at part throttle command is 20 mS
3. This is called “Fuel Injector pulse width ON time”
4. So for our testing we needed to add a Pulse width controller that allows for a more real pulse on times. The one I used is set as reported below
5. Partly filled the pressure tank with a good know fuel injector cleaner

6. Did not want to spray/clean all 8 at the same time, I wanted control of each one
7. Did so by getting 8 single pole switches costing only $7 dollars for all 8
8. Bought 8 fuel injector wiring connectors that have shot pigtail wires and also installed a power switch, used a D/C power unit and a NODE you can buy that is a LED that would show the output pulses of the controller.
A. With the cleaner in tank I pressurized it to around 40 PSI.
B. Now I could turn on switch for 1 injector, watched the cleaner flow through it and looked at what the spray pattern looks liked. See figure 2
C. I then turned that switch off and repeated for the other 7 injectors while watching their spray patterns and assured there was still enough cleaner in tank and the pressure did not get too low.

D. Last test is I turned on for short timeframe all 8 switches so all injectors were flowing
E. Shut off all switches and then watched for around 15 minutes with injectors OFF and still cleaner in fuel rails and tank still under pressure if any injector was leaking cleaner out showing a internal injector leak
F. Review figures 4 and 5 as to spray pattern seen.

Once test tool was built which can be used many times, the cleaning process alone only takes about 20 minutes and you then end up knowing the better conditions of injectors or you found leaks, or injectors too degraded and need to be replaced.

Explanations for the 4 Modes of the Injector Pulse Controller

Mode1: the tester will output 1 pulse, whose pulse width is about 250ms.

Mode 2: the tester will output 50 pulses; every pulse’s pulse width is about 7ms.
Mode 3: the tester will output 100 pulses; every pulse’s pulse width is about 3.5ms.
Mode 4: the tester will output continuously at the rate of 50 pulses per about 1450ms, every pulse’s pulse width is about 7ms.

The tester can help diagnose injector problems;

You can use it to test each injector individually to help identify stuck, leaking or burnt-out conditions.
It uses 12V vehicle battery or power supply for D/C power.
It has 4 pulse modes;
The continuous mode (mode 4) helps identify good or bad injector.
The mode lock feature ensures test condition uniformity.
It can work with any fuel pressure tester.

First build date now early to mid part of December

• The standard 2020 C8 Stingray coupe has a front clearance of 5.3” and the front lift feature provides 40mm to that height.
• The NPP exhaust works much like today’s system but incorporates an internal X pipe layout for mixing to reduce non-harmonic content and create a Corvette-heritage sound.
• We recommend owners not to use any fuel labeled E85 or FlexFuel.

We also advise against use of gasoline with ethanol levels greater than 15% by volume.
Premium unleaded gasoline meeting ASTM specification D4814 with a posted octane rating of 93 is highly recommended for best performance and fuel economy of the vehicle.
Unleaded gasoline with an octane rated as low as 87 can be used, but using unleaded gasoline rated below 93 octane,
however, will lead to reduced acceleration and fuel economy.

The 1LT is 8Kg(17.6lbs) lighter than the 2LT.
The 2LT is 1Kg(2.2lbs) lighter than 3LT.

The wheels are a little heavier than the C7 rims, but also stronger

Dimensions difference between C7 & C8

The next mid-engine C8 variant slated for a debut is the 2020 Corvette Convertible is rumored.

According to Corvette Assembly Manager Kai Spande, Chevrolet is planning for a reveal in October.

A video seen last week at the 25th Anniversary Celebration at the National Corvette Museum in Bowling Green, Kentucky.

Kai Spande mentioned that the new 2020 Corvette Stingray convertible was on track for a release “in the October time-frame.”
Has been seen the 2020 C8 convertible out on the street in prototype form testing.

Confirmed that the model would indeed come equipped with a convertible hard top, which is a departure from previous Corvette Convertible models, which have been rag-tops up until the C8.
Difference between the 2020 C8 Corvette convertible & the Coupe can be found behind the cabin, where the roof section looks to fold down either under or over the engine cover.

That means the transparent engine cover in the C8 Coupe is gone, since it’s replaced with new buttresses just behind the passenger headrests.
Features for the C8 Convertible include single-button operation to open & close the top, as well as the inclusion of the Rear Camera Mirror feature.

Hard top convertible configurations are typically heavier & more complex than rag-tops.
The 2020 C8 Corvette convertible will weigh in at 3,637 pounds.

That is sixty pounds heavier than the Stingray Z51 Coupe & 103 pounds heavier than the base model Stingray Coupe.

Corvette’s Chief Engineer, Tadge Juechter, discusses 2020 C8 Stingray architecture, performance, engine appearance package,
Z51 performance package, aerodynamics, steering, front lift system, & base model top speed test at the National Corvette Museum’s 25th Anniversary Celebration.

Video showing the C8 can achieve 194 MPH at the ring in Germany

about 50 minutes long

How C8 Design has changed the sitting arrangement of C8 to what C7 is

This is stupid,
who corner weight/heights without being able to adjust the front corners to move the center of gravity
depending on the drive style or track need

So if getting a Z51 and want to do that do NOT get the lift option.

Josh Holder, Corvette Engineering Launch Manager/Chief Engineer,
provided design information about the height adjustment capability if one gets both the E60 front lift height system & the Z51 package.

Design information :

* If getting both E60 (lift) and Z51, you cannot height or corner weight adjust the front ride height;
As the lift option replaces the adjuster ring of coil-overs for the mount of lift system

* If getting both E60/Z51 combination options :

You only get the Z51’s adjustable spring perches to adjust your rear ride height &
that is how you can do limited visual height adjustment to your car as well as limited corner weighting.

* Whether one gets Z51 without or without MRC ride does not affect / change the above.

So if needing to do Z51 4 wheel coil-over adjusting do NOT pay for the lift option as you loose any adjustments to front coil-overs

While the final drive options on the C8 Stingray are much different than those on the C7, the forward gear ratios aren’t far off. The C8 Z51 has a 2.905 first gear ratio, per the document, while the C7 Z51 made do with a 2.97 ratio.
Although they are close, the difference in the final drives of 5.17 for the C8 vs 3.42 for the C7 (manual) means that the C8 will only be able to hit 36 mph at the top of first gear as it reaches the 6600-rpm redline (when using the manual shift paddles).
The C7 could get to 52 mph at the same engine speed, if tire sizes are taken into account.

The C8 will require more shifting as the MPH is narrow, given these supposed ratios.
It appears that, based on this possible preliminary information, the Z51 could require a shift into third in order to make its 2.9-second 0-to-60 run second gear will top out at 59 mph based on the numbers given.
The non Z51 C8 should be able to make it to 60 mph without shifting into third as its final drive ratio allows it to get up to 62 mph in second gear.
In any case, both of the 0-60-mph launch times are good considering that they fall right in line with the C7 Z06’s 2.95 second elapsed time.

A quarter-mile time of 11.4 seconds at 121 mph (only at sea-level and cool weather) is shown in the document, and that applies to both standard and Z51 Corvettes. The small difference in rear axle ratios does not appear to make a difference there.
This capability is a improvement on the 12-second quarter-mile possible with the C7-generation Z51, and it gets closer to the 10.95-second quarter-mile time of the C7 Z06.

The trap speed of 121 mph likely means that ¼ mile drag racers will have to shift into fourth gear just as they reach the end of the strip, since third gear tops out at 118 mph on the Z51 variant.
Road course racers will likely spend most of their time hitting the paddles to go between second through fifth gear, those range from 37 mph to 158 mph based on the indicated ratios.

Top speed is shown to be 194 mph, and based on the gear ratios, that speed can be reached in fifth gear.
The engine and the down force are the limited factors here, most likely, but it represents an improvement over the C7 Z51, which was able to reach 186 mph. Braking in the dry from 60 mph is shown to be at 115.1 feet for the base car and 108.4 feet for the Z51 car.
This is fairly similar to the C7 which stopped in 107 feet when equipped with the Z51 package.

Based on the chart in the document, both the base and Z51 trims receive a 30.5-mm stabilizer bar in the front while the base gets a smaller 25.8-mm bar in the rear compared to the 28.5-mm unit on the Z51.
Spring rates are now much different than those of the previous generation, due to the new architecture coil-overs, and more so mimic those of other mid- and rear-engine cars.
The base Corvette has 180-lb springs in the front and 217-lb springs in the rear, whereas the Z51 gets 226-lb springs in the front and 263-lb springs in the rear.

These numbers may seem low compared to those that were used on previous generations of Corvette but a whole new architecture and the move from transverse leaf to traditional coil springs means a whole new suspension setup.

The tire sizes announced but now we are also aware of the wheel information with the front wheel coming in at 19x8.5 inches with a 52-mm offset and the rear wheels coming at 20x11 inches and a 64 mm offset.
The front wheels are very similar to those of the C7 Z51 and are almost identical, with just 4 mm of offset added.
The rear wheels are quite different than the previous generation rear wheels likely a product of the new platform.
They are an inch wider and have a much different offset which means that they would sit closer to the suspension if they were mounted on a C7.

Front track is listed at 64.9 inches while rear track is listed at 62.4 inches.
These figures are right in line with other vehicle that have a mid or rear-mounted engine and the Audi R8 is probably a good vehicles for comparison since it has a 64.5-inch front track and a 63-inch rear track. The track width difference between the two vehicles is so small that it could likely be made identical with a slightly different wheel offset.

Aerodynamic drag is listed at 0.32 in the document which falls right between the 0.30 drag coefficient of the base C7 Corvette and the 0.35 of the C7 Z51.
This figure is likely for the base car, and it makes sense that it falls in line with the two previous trim mentioned based on the frontal area, coolers, and aerodynamic body work.
Also claimed leaks of new GM engines for future including a new LT6 and LT7 with turbos and /or include electric front wheel drive along with engine driven rear drive

Look closely as these GM specs for today and tomorrows engines !

And some made at the Corvette BGP

If the design spec numbers that have been posted in cyberspace as to the C8s performance in having the new 8 speed DCT

Some number crunching, using a simulator and modeling software

This was set for 500 feet above sealevel, 70 degree weather with no wind and good road conditions


Click on any image to zoom in and then slide from one photo to another

For those of us who can careless about the shape of the paddle shifters, where a cell phone can be plugged in, etc
and care more about bouncing off the rev limiter and top-end speeds, some techie detail with modeling and simulation results

Let's see how a full rear wing does at distances up to 5 miles using the Salt flats

We still do not have the techie detail of C8 as to DCT gear ratios, but who cares about 0-60 MPH when we want to get close to 200 MPH :-)
We do not know what the drivetrain loss is as to HP/Tq but know enough to get it close and distances and surface area of full wing but
I could get most of what C8s and also use known facts I have as to the full rear wing of my C5 and what the simulator and real world numbers my C5 has done

This testing is about effects of rear downforce and drag and not about what C8 has for same up front

In short all testing with model and simulator show that the cyberspace yacking that Z51 with a full wing can only do a 184 MPH does not prove to be valid
and the amount of downforce/drag amounts to 600 pounds at top-end and far less over much slower speeds

This function simulates a top speed run as typically done on the Bonneville Salt Flats.
Compare is solely for difference in top-end speed in MPH with or without a full rear wing
Both C8s are mirror images as to a Z51 and weather, Elevation
Both were launched using first gear

The course is straight and five miles in length.

The results shown on a time slip which shows the following: -
Average speed over the distance from mile 2 to mile 2 1/4 –
Average speed over the distance from mile 2 to mile 3 –
Average speed over the distance from mile 3 to mile 4 –
Average speed over the distance from mile 4 to mile 5 –
Terminal speed at the end of mile 5

The timing slip also shows the current weather parameters for that run: wind speed, temperature, humidity, and barometric pressure.
Engine power and atmosphere corrections are made per the SAE J1349 (2004) standard.

At very high speeds a vehicle may experience unwanted front end lift that needs to be corrected through additional aerodynamic front end downforce.
This function can assess the penalties in terms of speed that would result from the addition of a front end inverted wing.
The Bonneville Salt Flats provide low coefficients of friction between the surface and the tires at Bonneville.
Values for the Coefficient of Static Friction on the order of 0.6 used

The value for the Coefficient of Dynamic Friction set to 0.5.
Because of this traction can be a problem and we racers look to increase down-force through the use of inverted aerodynamic wings.
This function accepts configuration input data for both rear and front inverted wings.
A wing's effectiveness is defined by its Coefficient of Lift and plan-form (projection on a flat surface like its ground shadow at noon) area.

As a wing produces down-force it also produces drag so the Coefficient of Drag must be supplied.
Rear mounted wings located aft and above the rear axle produce a moment about the rear axle as the vehicle accelerates under power.

When we get answers to the unknowns for C8 and size of the smaller real spoiler then we can compare different to it and full wing

So have at it

Let's Go a C8 Racing . . .

Coolers up front seem to be large enough
And take at worst handle crashes :-(

This bulletin applies to 2014-2017 Corvettes.

The ABS, Service Traction Control System and/or Service Stabilitrak telltale lights may be on.
During initial scan for EBCM module DTCs, you may find one or more DTC C0035-C0050 with specific symptom bytes 18, 5A, 0F.

You may notice a brief and intermittent noise, click, ratchet, grind or ABS pump motor noises typically heard from inside the vehicle at parking lot speeds.
A flashing Traction Control or Stabilitrak telltale may be evident at low speeds.

These conditions may be caused by single or multiple pieces of ferrous metallic debris stuck to the wheel speed sensor magnetic encoder ring.
Inspect and clean debris from the encoder ring.

Some newer models have begun to use a different type of wheel speed sensor encoder ring or tone wheel.
Instead of a traditional mechanical type tooth tone wheel, the wheel speed sensor tone wheel is now made of a magnetized nitrile rubber ring, typically brown in color. The magnetic ring consists of multiple north and south pole pairs surrounding the outer circumference.

When this magnetic ring rotates and passes by the wheel speed sensor head, it generates a sign wave in the sensor.
The sensor converts an analog signal to a digital square wave.
Typical digital signal values switch between 7mA (low) and 14mA (high) DC current.

Do not use any type of magnetic tool to remove debris from the bearing magnetic encoder.
To properly clean the magnetic encoder ring, some applications may require removal of the bearing/hub assembly.
Use a dry nylon soft bristle brush. If debris still remains, wash the encoder ring with a mild soap detergent and wipe dry.