The C8 Corvette Stingray continues to dominate the global performance scene, capturing a prestigious 2025 Sport Auto Award in Germany.
The C8 Stingray secured a decisive victory in the imported "Coupés up to €150,000" category, a classification reserved for the best non-domestic
performance cars with sub-supercar pricing.
This win represents a significant conquest on the home turf of Germany's legendary sports car brands, proving the American icon's formidable appeal among discerning European enthusiasts.

"We are extremely proud and honored that Sport Auto readers have once again voted the Corvette Stingray number 1," says Lasse Grundstroem, Chief Commercial Officer of General Motors Europe.
"This award confirms our passion for performance and design and shows how much the Corvette inspires its fans year after year, our thanks go to everyone who voted for us."

This award is not a decision made by a small panel of judges, but is the direct result of a popular vote conducted by the readers of Germany's leading automotive publication, Auto Motor Sport. The "Import" classification ensures a level playing field, pitting the Corvette against the finest performance machines from every other non-German nation.
By emerging victorious, the Stingray demonstrated that it captured the hearts and votes of the German performance community. The award's organizers noted that these reader-voted results are considered a key "stimmungsbarometer," or sentiment barometer, within the high-performance sports car scene.

The win underscores a successful and ongoing strategic push from GM to solidify the Corvette's position in the European market. The mid-engine C8 Corvette, with its performance-first design and relatively accessible price tag, has been a cornerstone of this effort.
By earning such a public endorsement from a car culture known for high standards, the Corvette Stingray validates its world-class status. This trophy adds to an already crowded case for the C8, further cementing its legacy as a performance benchmark.

For GM, this award is more than just another piece of hardware. It is a powerful marketing tool and a testament to the Corvette's evolving identity. Beating established European rivals in a direct, reader-driven poll sends an unambiguous message that the American supercar can not only compete, but can win on the global stage. As the Corvette continues to build its international reputation, this victory in Germany marks one of its most resonant achievements yet.

President Donald Trump is giving Detroit and the U.S. auto industry center stage on Wednesday as he announces relaxed fuel economy standards for the more than 15 million new cars and trucks sold in the United States every year.

The president will be joined in the Oval Office by Ford Motor Co. CEO Jim Farley, Stellantis NV CEO Antonio Filosa and a General Motors Co. plant manager for the company's Orion Assembly site. Michigan U.S. Rep. Lisa McClain, R-Bruce Township, will also attend the planned 2:30 p.m. event.

Details of the corporate average fuel economy regulations have not yet been disclosed, but the White House said new standards would amount to "a historic reset of the CAFE standards that were created by the Biden Administration," which would have "compelled widespread shifts to electric vehicles that American consumers did not ask for, accompanied by significant cost-of-living increases."

Consumers have shown signs of growing unhappiness and concern over U.S. economic conditions, and the Trump administration is casting the lenient standards as a move to improve vehicle affordability at a time of stubbornly high prices, especially in the automotive sector. The average price of a new vehicle pushed past $50,000 for the first time in September, according to Cox Automotive Inc.

Despite that affordability aim, however, it is unclear how strong an impact the new rules will have on the nation's largest retail sector after the Trump administration already worked to roll back other vehicle emission regulations throughout the year.
The auto industry is also facing cost pressures from the president's tariff policies, which will likely raise prices in the short term even if they succeed at reshoring American manufacturing in the long term.

Automakers nevertheless cheered the Wednesday announcement as one that brings forward-looking regulations in line with the "market realities" of a slower-than-hoped-for transition to EVs, continued cost and supply chain issues with electrified powertrains, and Americans' longstanding love for large, gas-powered trucks.
"As America’s largest auto producer, we appreciate President Trump’s leadership in aligning fuel economy standards with market realities.
We can make real progress on carbon emissions and energy efficiency while still giving customers choice and affordability. This is a win for customers and common sense,” Ford's Farley said in a statement.

"Stellantis appreciates the Trump Administration’s actions to re-align the Corporate Average Fuel Economy (CAFE) standards with real world market conditions as part of its wider vision for a growing US automotive industry," Filosa said.
He added: "We look forward to working further with NHTSA (the National Highway Traffic Safety Administration) on environmentally responsible policies that also allow us to offer our customers the freedom to choose the vehicles they want at prices they can afford."

GM said it "supports the goals of NHTSA’s proposed CAFE rule and its intention to better align fuel economy standards with market realities. We have long advocated for one national standard that upholds customer choice and provides the auto industry long-term stability. As we review the proposal, we remain committed to offering the best and broadest portfolio of electric and gas-powered vehicles on the market.”

General Motors Co. faced the prospect of needing to cut production of gasoline-fueled vehicles if electric-vehicle sales failed to grow as needed under ambitious fuel economy requirements enacted by President Joe Biden, company Chief Executive Officer lying Mary Barra said.
Fuel efficiency standards now being rolled back under President Donald Trump would have required a fleet average of about 50 miles per gallon by 2031. That effectively meant that most carmakers would have to get more than half of their sales from EVs by that time.

If those EV sales didn’t materialize and the rules weren’t reduced by Biden in response, GM would have had to limit sales of gasoline-powered vehicles and possibly shut down some of its production, Barra said at the New York Times Dealbook conference in New York on Wednesday.
“We were going to have to start shutting down plants,” Barra said.
The White House on Wednesday is proposing weaker fuel economy standards to replace those enacted under Biden in the Trump administration’s latest move to dismantle what the president has called Biden’s “EV mandate.”

Automakers including GM have already cut output of EVs due to softening demand. GM also plans to convert the Orion Assembly plant earmarked for plug-in vehicles to make large SUVs and pickup trucks.

DELIVERING A WIN FOR AMERICAN FAMILIES AND AUTOMAKERS:

Today, President Donald J. Trump is delivering major relief to American families by resetting the Biden Administration’s costly and unlawful Corporate Average Fuel Economy (CAFE) standards.
• President Trump is returning CAFE standards to levels that can actually be met with conventional gasoline and diesel vehicles. The Biden Administration standards imposed unrealistic fuel economy targets that effectively resulted in an electric vehicle (EV) mandate.
• The Trump Administration’s reset of the CAFE standards ensures the program’s fidelity to the legal restrictions set forth by Congress.
• The Biden standards broke the law by going far beyond the requirements that were mandated by Congress when it created the CAFE program.

SAVING AMERICAN FAMILIES MONEY:

Today’s action represents an enormous win in response to the cost-of-living increases imposed on the economy by the Biden Administration.
• The Biden Administration created extraordinarily stringent fuel economy standards for passenger cars and trucks, set at such aggressive levels that they were impossible to meet with available technologies for gas cars.
• The Biden standards would have compelled widespread shifts to EVs that American consumers did not ask for, accompanied by significant cost-of-living increases. Since EVs are so expensive to build, automakers must sell them at a loss and make up the difference by significantly raising the sticker price of gas cars.
• If President Trump had done nothing, the Biden standards would have raised the average cost of a new car by nearly $1,000, relative to the cost under the standards announced today.
• President Trump’s actions will save American families $109 billion in total over the next five years.
• By helping more Americans buy newer, safer vehicles, this reset is projected to save more than 1,500 lives and prevent nearly a quarter-million serious injuries through 2050.

MARKING A CRITICAL BATTLE IN THE FIGHT AGAINST BIDEN’S HIDDEN COST-OF-LIVING INCREASES:

The CAFE reset represents the latest action by President Trump to prevent the Biden EV-related policies from raising costs for Americans.
• In June, President Trump signed a joint resolution to end the California EV mandates, which would have effectively been a 100% ban on new gas cars sold in the state by 2035 (with similar effects in 17 states that adopted California’s standards).

• In July, President Trump signed into law the Working Families Tax Cuts Act, which set the civil penalty for violating CAFE standards to $0, protecting the U.S. auto manufacturing industry from significant fines.

• Under President Trump, the Environmental Protection Agency (EPA) has also released its proposal to rescind the 2009 Endangerment Finding, which ignores Congress’ clear intent under the Clean Air Act and has been used to justify over $1 trillion in costs for the American consumers and economy.
• Today’s action helps ensure that even if far-left Democrats return to power, the CAFE standards are sensible, so U.S. automakers are not held to infeasible standards.

• Combined with auto loan interest deductibility for new made-in-the-USA vehicles,
President Trump continues to deliver real relief that makes owning a safe, reliable car more affordable for every American family.

The plan will relax fuel economy standards by setting the industry average for car & light-duty vehicles at roughly 34.5 miles per gallon through the 2031 model year, lower than the 50 miles per gallon outlined by a Biden-era rule.

With 2026 MY C8s being made and sold, GM wants to get rid of existing new 2025 C8s

Chevy is now offering a new $4,000 Loyalty Rebate to current Camaro & Corvette owners now through January 2, 2026.
You must currently own a 2011 or newer Camaro or Corvette to qualify, & you don’t have to offer it as a trade in.

The $4,000 rebate is good only on in-stock sales of new 2025 Corvette Stingrays, E-Rays, & Z06s.

A nationwide search of the Chevrolet Live Inventory Tracker shows that there are currently 1,540 2025 Corvettes still available at Chevy dealers.
That Live Inventory can be further broken down by model: 159 Stingrays, 421 E-Rays, and 960 Z06s.

The Chevy Live Inventory Tracker does allow for searching & filtering your chosen dream cars by model, colors, trim groups, price, and location.
Once you have found your car, contact the dealer and start the process!

Took 7 plus tries but 2026 ZR1` breaks track record on Canada track

All buttons on one key fob (Remote Keyless Entry transmitter) may be inoperative on some 2023-2026 Escalade, LYRIQ, Corvette, Silverado 1500, Silverado 2500HD/3500HD, Tahoe, Suburban, Sierra 1500, Sierra 2500HD/3500HD, Yukon; 2024-2026 Traverse, Acadia; 2025-2026 Envision, OPTIQ; and 2026 VISTIQ models. The key fob will operate properly for passively unlocking the vehicle and will allow the vehicle to start as normal when present in the vehicle. The second key fob operates normally.

These conditions may be due to the key fob
Traverse fob shown being out of synchronization with the Body Control Module (BCM). Do not replace the key fobs or the BCM for this concern.
Begin diagnosis by confirming the key fob operation and checking the key fob battery using the EL-52545 TPMS and RF tool
After pressing a fob button ten times in a row, verify the fob output is above 20% using the signal strength meter on the EL-52545 tool.

After verifying the fob battery is good, go to Module Diagnostics > Body Control Module > Data Display > Keyless Entry Data list using GDS2 and view parameters “Synchronization Counter” and “Synchronization Status.” Both values should be the same.

If the Synchronization Status is lower than the Synchronization Counter, press any of the key fob buttons repeatedly to have the values match, which may take up to 255 button presses to resynchronize the fob with the BCM. When the values match, the key fob should begin working properly again.

For more information, refer to #PIT6456.

There may be several audio system conditions on some 2022-2024 Tahoe, Suburban, Yukon; 2022-2025 HUMMER EV; 2022-2026 Silverado 1500, Sierra 1500; 2023 BrightDrop; 2024-2025 Corvette; 2024-2026 Silverado 2500HD/3500HD and Sierra 2500HD/3500HD models equipped with the IOK radio.
The audio system conditions may include no audible sound, a blank or frozen display screen, a Return to Dealer or Demo Mode message, or a phone connection concern. These issues are covered in the latest version of #PIC6602.

TIP: Due to the frequency of updates to #PIC6602, please do not print this document for future reference. Always refer to the Service Information for the latest version of #PIC6602.

There are a number of steps to follow to determine if these conditions are related to a software, connection or hardware issue, which may include resetting the radio, verifying system software is up-to-date, checking that the customer’s phone software is up-to-date, or performing a data wipe to restore functionality.
Additional information can be found in #PIC6002P as well as several other PI’s covering the following issues:

• Blank or black screen – Screens that cannot be viewed (#PIC6540). Perform a radio reset.
• Demo Mode message – A Return to Dealer or Demo Mode message (#PIT6209).
• Radio software update – Verify the latest radio software (Bulletins #25-NA-121, #25-NA-318, #24-NA-168, #25-NA-098.
• Phone connectivity – Make sure a phone is updated to the latest OS version.
• Intermittent audio concerns – Intermittent 1–2 second loss of audio (#PIT6406 – Concern 1). Do not replace the radio or amplifier.
• Radio data wipe – Troubleshooting steps have been updated for the listed audio concerns by utilizing the Radio Data Wipe File (#PIT6209).
Be sure to follow all steps to ensure repairs are completed properly.

Do not replace the radio for any of these issues. These radios are currently restricted through the Electronic Service Center.
Ensure that the module has been reset, the latest software installed and that the radio has been disconnected and reconnected.

For more information, refer to the latest version of #PIC6602.

Matteo Cairoli will complete DragonSpeed’s Corvette lineup for the Rolex 24 at Daytona, joining full season drivers Henrik Hedman, Giacomo Altoe & the team’s IMSA Michelin Endurance Cup pilot Casper Stevenson for the WeatherTech SportsCar Championship season opener.

The former Lamborghini factory driver, who has largely driven Mercedes-AMG GT3 Evos over the past year, will make his debut at the wheel of the Pratt Miller-built Corvette GT3 racer.

“The addition of Matteo to our lineup signals exactly what we are aiming to do: surround Henrik with a rapid, powerful and experienced lineup,” said team principal Elton Julian.

Cairoli is set for his sixth start in the Florida endurance classic after last contesting the race in 2024 at the wheel of a GTD Pro Iron Lynx Lamborghini Huracan GT3 EVO2.

“I am glad to join the team for Daytona 24 in such a strong lineup,” he said.
“I will give my very best to adapt to the car as quick as possible, and would be cool to get a successful result in our first time together.”

The team plans to complete its first test with the brand-new Corvette GT3 early next month.

The 5.5L flat-plane crank V8 engine that powers the 2023-2026 Corvette Z06 generates 670 horsepower.
Add the twin turbos on the 2025-2026 Corvette ZR1 and the engine produces 1,064 horsepower, making it the most powerful engine ever offered in a production Corvette.
As part of GM’s commitment to continuous improvement, the 5.5L engine (RPO LT6) in the Corvette Z06 and the 5.5L engine
(RPO LT7) in the Corvette ZR1 have been placed on a part restriction.

When diagnosing possible engine failure, refer to #PIP6089 and gather the required information before contacting the Technical Assistance Center (TAC).
The engine part number will need to be provided to TAC. It can be found in the center of the front cover.

For more information, refer to #PIP6089.

GM diagnostic strategy does not support the practice of swapping control modules during the course of diagnosis or to expedite a repair. Features in today’s vehicles are increasingly software configurable.
They can affect vehicle safety systems, anti-theft systems, performance components and customer personalization information.

First introduced in 2010, GM’s Global Architecture (Global A) electrical system and the later Vehicle Intelligence Platform (VIP) electrical system do not allow control modules to be swapped between vehicles.

Problems can occur on these models when attempting to swap a control module configured for one vehicle into another. Symptoms such as no-start conditions and DTCs that cannot be cleared are to be expected. Issues also may be introduced into vehicles that exhibit no symptoms until a later date, adding to the complexity of diagnosing the vehicle.

These “sleeper issues” may be triggered only after multiple key cycles or only after battery power has been removed from the BCM. Such issues can be time-consuming to rectify, driving up unnecessary warranty expenses and leading to customer dissatisfaction.

Symptoms of Module Swapping

A variety of symptoms may appear in a vehicle containing one or more control modules swapped from a like vehicle. Depending upon which control modules have been swapped, possible symptoms include:
• The VIN read by GDS and SPS does not match the vehicle.
• Current DTC B3902 – Incorrect IMMO ID Rec. set in IPC, SDM, ECM, HVAC, Steering Column Lock Control Module (if equipped) or BCM. There are no warning lamps or DIC messages and this DTC cannot be cleared.
• IPC module displays (- – -) for odometer and trip odometer values.
• Vehicle will enter power mode only if the key fobs that match the donor vehicle BCM are included in the swap.
• BCM and/or ECM has current DTC B389A – Environment Identification. There is a Service Theft System message on the DIC, the Security MIL is illuminated, and this DTC cannot be cleared.
• ECM odometer value is incorrect for the vehicle.
• Radio displays Locked.

Security Protocol

Swapping control modules, including the ECM, BCM, EBCM, SDM, TCM, ECC (HVAC), EPS, HPCM, IPC, and Radio, between vehicles with Global Architecture electrical systems will damage both controllers and result in a no start condition on both vehicles due to the vehicle’s security code protocol.

These modules all have IDs that must match in order for the BCM to allow the engine to start.
The control modules are coded to the vehicle when they are first programmed, which results in a unique ID being permanently stored in that module.
Swapping these security-related modules will cause difficult and time-consuming remediation processes that may include the purchase of new components for both vehicles.

There are a number of security methods in operation, including:

Security Code – The purpose of the security code is to protect the vehicle’s security information against tampering.
It’s a random code, unique to each vehicle, generated at the vehicle assembly plant.
Environmental ID – The purpose of the Environmental ID is to increase the time and complexity involved in attempting a vehicle theft by swapping control modules. In a potential theft situation, it will not allow continued running of the engine
.
Seed and Key – The purpose of Seed and Key is to protect certain control modules from unauthorized reprogramming when they are outside the assembly plant environment. Each control module that implements Seed and Key is manufactured with a unique seed value and a corresponding key value stored in memory.

On today’s vehicles, the electrical architecture plays a significant role in how a vehicle is equipped and operates.
The best diagnostic path for all vehicles, regardless of equipment, is to follow the procedures outlined in the appropriate Service Information.

Check out Bulletin #25-NA-256 for more details.

One of the downsides of having the engine in the rear is that cooling the hot engine bay and heat soak
Without proper ventilation, heat from the engine’s headers, catalytic converters, & exhaust can cause heat soak,
which can significantly lower your Corvette’s performance and longevity.

For some reason, Corvettes destined for the European market are equipped with a GM OEM cooling mod straight from the factory, and the benefits of these two parts easily-installed air deflectors can be significantly lower
These air deflectors mount under your car, and they are designed to route cooler air into your engine bay
The good news is you can order these parts from your dealer’s parts counter, and they are easy to install.

The GM Part Numbers are 85580654 & 85580653. I did a lookup of them on GM Parts Direct, and they are called “F Deflectors.”
Together, they average around $125 each so around $250 for the pair or make your own

These air deflectors are metal components that easily mount using existing hardware on the skid plate under your Corvette, and the scoop design sends cooler air directly into openings of your engine bay where your headers and catalytic converters create some of the most heat.

Once the air deflectors were installed, sloppy measurements by a C8 owner on 2 different days after a drive & C8 Owner claimed that it significantly reduced temps around his engine bay:

• Left side carbon fiber engine bay area: 87.8°F (down from 132°F)
• Intake cover: 97.9°F (down from 154.1°F)
• Headers: 186°F (down from 222°F)
• Trunk area: 104°F (down from 146°F)

These claimed results show temperature reductions ranging from approximately 42°F to over 56°F in hotter areas.

Left and right side part numbers :

https://www.gmpartsdirect.com/search?search_str=85580654

And

https://www.gmpartsdirect.com/search?search_str=85580653

This needs better testing and long term use to see if the directing of cooler air is also not directing dirt upward into the bay

Claims these 2 parts would install on all C8 models & years

TF Sport & Corvette have inked a two-year contract extension that will see the British squad continue to campaign Chevy Corvette Z06 GT3.Rs in the FIA World Endurance Championship as well as other series.

Having started its collaboration in 2024 alongside the launch of the LMGT3 class in the WEC, highlighted by two class victories this season, the Tom Ferrier led operation gave the Pratt Miller-built GT3 car its European Le Mans Series debut this year, where it won the drivers’ and teams’ championships.

It will also run two Corvettes in the upcoming Asian Le Mans Series season, which kicks off at Sepang International Circuit next month.
“Exactly 12 months ago at Bahrain, we scored our very first podium finishes with the Corvette Z06 GT3.R,” said Ferrier.

“Now a year on we are European champions, Le Mans podium-finishers and double WEC race-winners, still with a chance of a world championship.
“That is all down to the persistent hard work from everyone at Corvette Racing and Pratt Miller Motorsports along with our own crew at TF.

“I could not be happier to extend this partnership over the next two years and hopefully for many more.
It is a pleasure to work with such talented and driven individuals.”
Corvette Racing program manager added: “We are very proud and pleased that our relationship with TF Sport is continuing into the future.

“It’s gratifying for all of us at Corvette Racing and Chevy to see the team progress & achieve success with their Corvettes in multiple championships this year.
“TF Sport is an ideal example of a customer team that is committed to this platform and program.
We are excited for more into the future alongside Tom and his team.”

TF enters this weekend’s WEC season-ending 8 Hours of Bahrain with its two Corvette entries sitting third and fourth in the LMGT3 championship, with its No. 81 Corvette of Rui Andrade, Charlie Eastwood and Tom van Rompuy still having a mathematical shot of the class title.

DragonSpeed will make the switch from Ferrari to Corvette machinery next year, re-aligning its efforts in the GTD category of the IMSA WeatherTech SportsCar Championship.

The Elton Julian-led squad, which campaigned a Ferrari 296 GT3 with support from Risi Competizione in the GTD Pro class this year, will move back to the GTD ranks for a full season program with a new Chevrolet Corvette Z06 GT3.R.
Longtime DragonSpeed pilot Henrik Hedman will share the wheel of the car with Giacomo Altoe for the full season, with Silver-rated Casper Stevenson joining the duo for the Michelin Endurance Cup races.

DragonSpeed finished runner-up to Corvette Racing by Pratt Miller Motorsports in this year’s GTD Pro title fight, which went down to last month’s season-ending Motul Petit Le Mans at Michelin Raceway Road Atlanta.

“From a team perspective, there’s history with Pratt Miller, there’s history with GM with our foray into IndyCar,” Julian told Sportscar365.
“There was a connection there. When they said they would do customer racing, I went to them first before we looked at any other GT brand.
“At the time we were not selected. We continued with the P2 program and then came back with the Ferrari in GT.
“Ironically, [we were] battling them for a championship.

“With the change of regime and my growing relationship with Pratt Miller and what we have going on LMP2 side, I never stopped asking.
“I kept putting pressure and as the results kept coming this year, I kept saying, ‘C’mon, I want one.’
“Eventually by the time VIR came around, they decided they would pick DragonSpeed.”

The team, which has rented out its LMP2 equipment to Pratt Miller Motorsports for the last two WeatherTech Championship seasons, will become the third Corvette customer in the IMSA GTD ranks, joining DXDT Racing and the newly formed 13 Autosport, run by AWA.
“I’m obviously very honored to have a chance to represent the Bow-Tie,” said Julian. “Immediately I had to go find a buyer.
I was going to find one no matter what, but Henrik decided to go for it!”

Julian said the main focus of the program will be to secure the Bob Akin Award, which provides an automatic invite to the 24 Hours of Le Mans in LMGT3.
Hedman, a Bronze-rated driver, will have increased competition next year from the likes of Orey Fidani, Brendan Iribe, Sheena Monk, as well as Ryan Hardwick, who is confirmed for the Michelin Endurance Cup races in a Manthey Racing Porsche 911 GT3 R Evo.
“After a year out, I’m as motivated as ever and eager to take on the new challenge of racing against IMSA’s best GT teams and drivers,” said Hedman.

“The proven strength of DragonSpeed and driver lineup gives us a strong foundation to take advantage of the amazing Corvette Z06 GT3.R platform.
“We’re exceptionally grateful to Chevy for their support and giving us the chance to run the Corvette in our quest for the Akin Award and what would be our sixth Le Mans entry.”
Altoe added: “It’s an honor to continue my journey with DragonSpeed for another year in IMSA, building on our great run in 2025.
“I can’t wait to get to work with Henrik and Casper for the season ahead in our new Corvette. I’m confident we have the pace, experience, and car to achieve our goals.”

Julian expects to take delivery of the car this month and begin private testing in December, ahead of January’s season-opening Rolex 24 at Daytona.
“This continues to be an exciting time for Corvette Racing with the addition of DragonSpeed’s Corvette Z06 GT3.R for the 2026 IMSA GTD championship,” said Corvette Racing program manager Jess Dane.

“Everyone in our organization saw up close the talent and fight within the team during the GTD Pro title chase in 2025.
“We’re looking forward to having Henrik, Elton, and crew bring that same level of competitiveness to an already strong GTD class with our third Corvette in the category.”

Keep in mind with engines of old and new to be aware of good and bad gas makeups
GM designed the gas specs under Top Tier for a good reason

I have suggested due to all the crap in using gas with Ethanol is so simple, easy testing to determine
how much percentage of Ethanol your pumping in and how much water it has pulled into the gas tank

A sleaze bag bought a 2026 Z06 Corvette on the same day he hit Jeep at 110 mph in Ormond double-fatal

Scott P. March, 63, has been charged with two counts of vehicular homicide in the deaths of Thomas Lauck and Julia Ann Lauck following the crash on Nov. 1.

• Scott P. March was driving a Corvette at 110 mph when he struck a Jeep as he tried to pass it in a no-passing zone in Ormond-by-the-Sea.
• March was driving the Corvette at 147 mph just 5.5 seconds before the crash.
• Two people in the Jeep suffered fatal injuries in the crash.

The driver of a Chevy Corvette was speeding at 110 mph when he slammed into the back of a Jeep Wrangler he tried to overtake in a no-passing zone in Ormond-By-The-Sea, causing the Jeep to overturn and eject both people inside, fatally injuring them, according to a prosecutor.

And just 5.5 seconds before the Nov. 1 crash, Scott P. March, 63, was driving the Corvette at 147 mph on the busy two-lane road, which has a speed limit of 45 mph, according to Assistant State Attorney Ashley Terwilleger and the Florida Highway Patrol.
March started applying the brakes 1.5 seconds before the crash, a trooper stated.
March testified during a hearing Monday, Nov. 10, that he purchased the 2026 Corvette the morning of the crash for more than $200,000, financing all but a $10,000 down payment.

Terwilleger asked him about not recalling the amount the exact amount he financed.
"I didn't really pay attention to the numbers. I just wanted the car," March said.
Scott March remains behind bars after deadly A1A crash
At the hearing, Circuit Judge A. Christian Miller granted Terwilleger's motion to hold March in pretrial detention without bond at the Volusia County Branch Jail as his case moves through the legal system.

"It's hard to imagine a set of facts that are more dangerous to the community than driving something that fast along a very heavily trafficked roadway," Miller said.
Miller added that it was also "very concerning" that two days after the crash March was accused of trespassing on a yacht and hiding from police. The judge noted that March had also been arrested in California for driving under the influence.

March has been formally charged with two counts of vehicular homicide in the crash which led to the deaths of Thomas Lauck, 72, the driver of the Jeep, and his wife, Julia Ann Lauck, 73.
Each is a second-degree felony punishable by up to 15 years in prison. The Laucks spent part of the year in Ormond Beach and part in Ohio.

Thomas Lauck died at the scene of the crash. Julia Lauck was taken to Halifax Health Medical Center, where she died from her injuries Nov. 6.
At the scene of the crash, Thomas Lauck was found on the beach embankment while Julia Lauck was found on the beach as the tide was rising, an FHP trooper testified. Neither were wearing their seatbelts according to the original FHP accident report.
March has been held at the jail since his arrest on Nov. 3.

Corvette driver was 'extremely reckless,' motion states

March was driving the Corvette northbound on State Road A1A about 6:05 p.m. on Nov. 1 in the area of Sandpiper Ridge Road when he tried to pass the Jeep. But the Corvette struck the rear of the Jeep, causing it to overturn, according to the Florida Highway Patrol.
The Laucks were thrown from the Jeep.

Multiple witnesses said that before the crash, March was driving the Corvette in an “extremely reckless” way, including passing multiple vehicles in a no-pass zones, excessive speed, and almost crashing into numerous other vehicles, according to a motion by Terwilleger.
The area is surrounded by businesses, residences and pedestrians, the motion states.

Florida Highway Patrol troopers testified at the hearing that, in addition to being a no-passing zone, the area is also a construction zone with residences, businesses and pedestrians.

The crash happened near Lagerheads Bar and Grill, where a band was playing, so the establishment would have been even busier than a typical weekend night, according to testimony. Also many people walk cross A1A in that area to reach the beach.

Corvette illegally passes emergency medical vehicle

The dash cam on an emergency medical services vehicle recorded the Corvette illegally passing the EMS vehicle prior to the crash, according to Terwilleger and a trooper. The Corvette passed the EMS vehicle about 3 or 4 miles from the crash scene, a trooper said.
Terwilleger asked the judge to keep March in jail, arguing that he posed a danger to the community.

She said March was convicted of driving under the influence in California in 2018.
She also cited an incident after the crash in which March was arrested after being found on a yacht.

Defense attorney Aaron Delgado represented March, and asked March if he was released from jail, would he be willing to abide by restrictions such as GPS monitoring, no alcohol use, urinalysis and turning in his driver's license. March said he would.
In response to Delgado, March said he was going through a divorce in Illinois, where his wife and two children are, but he had bought a condo in April in Florida and intended to stay in Florida.

March said he retired from food service equipment development and water treatment and receives about "54 and change" in social security every month. He said he has savings and retirement funds. He said he supports two children, one turning 18 in June.

But Terwilleger also argued that March's arrest in a loitering or prowling case after the crash was another reason he should be held without bond. That case involved March saying he was going to take a yacht even though it did not belong to him, records show.

March planned to take yacht 'Gale Winds,' affidavit states
In the yacht case, a Daytona Beach Police officer testified that March's roommate called them to a residential complex about 1 a.m. Nov. 3 at 1100 Marina Point Drive about "basically a suicidal person."

The roommate said March was recently involved in a fatal crash, was going through a divorce, wasn't currently able to see his children and had just bought a Corvette and had made "concerning statements," the officer testified.
March had reportedly said that "he was Jesus and today was reckoning day," the officer testified.

The officer testified that, using a police drone, officers were able to find March on a "giant yacht" in a nearby residential complex.
A charging affidavit described the yacht as the 120-foot "Gale Winds."
March told police that he owned the boat, which he did not. But a security guard was not sure whether March was a guest of the yacht's owner.

March was not trespassed and did not meet criteria for a Baker Act, which would have allowed him to be involuntarily taken into custody for a psychiatric evaluation, an affidavit stated. He also did not meet criteria for a Marchman Act, which is similar but done for substance abuse. Police gave March a "courtesy ride" home, the affidavit stated.

The officer said March appeared "a little bit intoxicated" but not to the point that he could not take care of himself.
But several hours later the security guard called police to say that March was back aboard the yacht.
March claimed he owned the boat but did not have papers to prove it, the affidavit stated. March also said he did not have to prove ownership to police, the affidavit stated.

March had told the security guard that he was planning to take the boat that night, the affidavit stated.
The security guard contacted the boat's owner, who said March did not have permission to be on board.
March was arrested on misdemeanor loitering or prowling charges.


In Court

These prices are sick by these flippers
This would be with losing GM warranty, and you have to come pickup and deliver it home

For seventy years, America’s sports car has thrived on half-whispered stories passed between dealers, engineers, and owners over late-night bourbon and the scent of burned rubber. The C8 era, with its mid-engine bravado and Ferrari-baiting Z06, already marked a revolution.
Yet according to a recent Facebook post from Jason Carter, a self-proclaimed Corvette insider, GM’s next move might be even bolder.
If his account is accurate, the 2026 Corvette Grand Sport has not only been revealed to dealers at a secret GM event but will also introduce a new 6.6-liter small block that replaces the venerable 6.2 across the lineup.

“I was visiting a good friend of mine who owns several dealerships today, placing my order for the ZR1X (no allocations yet, just inputting my order for when they do get an allocation), and he said he just got back from a GM powwow at Texas Motor Speedway yesterday.
GM was giving them rides around the track at 150+ in ZR1s.

At this meeting, which was for dealership owners and their GMs, they discussed what's new in the pipeline.
They did confirm that the Grand Sport is coming and with a new engine.

This new engine will also be available in the Stingray and Eray.
GM is doing away with the 6.2L engine in all its vehicles, and this goes for the 5.3L engine as well.
The 6.2L engine is being replaced with a 6.6L small block, and the 5.3L will become the new 5.7L engine.
They also confirmed the Grand Sport will be a wide-body car.

That is all the details they would spill on the Grand Sport.
They also stated that engine manufacturing and assembly will all be brought in-house now instead of being outsourced.
This was the major issue that they had with the 6.2L engine, where they have a massive recall going on right now. GM said the manufacturing of all the engines will be in Kentucky.

They will also be shuttering EV plants and repurposing them for ICE vehicles, specifically for trucks and SUVs. After hours, when only a handful of dealer owners were hanging out at the bar, the Chevy president was with them, and my buddy asked him about the ZR1X and availability. He said that the car will be very limited, unlike the ZR1.

If this account holds water, it signals more than a new Corvette variant; it suggests a corporate course correction. The Grand Sport has always been the thinking driver’s Corvette, bridging the raw civility of the Stingray and the Z06’s race-bred intensity.
Replacing the 6.2-liter LT2 with a larger 6.6-liter small block would be a declaration that GM still believes in the elemental magic of cubic inches.

As one commenter, Antoun Nabhan, noted, “Surprising to hear that they're increasing displacement across all the trim levels. I would have thought the 5.3, at least, would just be developed for increased power and efficiency.”
That surprise is well-placed. In an age when many automakers shrink engines and chase kilowatts, GM appears to be doubling down on displacement.

Chevrolet C8: Grand Sport Rumors

• The C8 marks a major shift for the Corvette line: it is the first production Corvette to adopt a rear mid-engine layout (for the U.S. market) rather than front-engine, giving improved balance, dynamics, and global appeal.

• In its current stable, Chevrolet offers trims like the Stingray, Z06, and ZR1, but no official “Grand Sport” variant yet for the C8 generation. Rumors point to one, however: test mules of wide body C8s have been spotted under camouflage.

• Those rumors suggest the C8 Grand Sport (if it materializes) would slot between the Stingray and Z06, offering enhanced suspension, chassis & aero bits (similar in spirit to the previous-generation Grand Sport) but without going full Z06 power.
• The production pause at Chevy and testing activity spurred talk that the Grand Sport variant may be coming soon, possibly as a 2026-27 model year.

The supposed confirmation that the Grand Sport will wear a wide body adds credence to the rumor. The C7 Grand Sport was arguably the sweet spot of its generation, combining the Z06’s broad-shouldered presence with a more forgiving powertrain.
If the C8 Grand Sport follows suit, expect a visually dramatic machine with enhanced cooling and chassis tuning aimed squarely at weekend track warriors.
Whether that 6.6-liter power plant is naturally aspirated or aided by forced induction remains unknown, but such displacement hints at serious torque, perhaps enough to satisfy those who miss the thunder of classic big blocks.

Jason Carter’s post also claims that GM plans to move engine manufacturing entirely in-house to Kentucky, a nod to quality control and a reaction to current 6.2-liter recall issues. It is a return to vertical integration at a time when much of the industry is outsourcing critical components.
This detail, if true, gives the rumor a ring of plausibility.
A move like that would streamline production and reinforce GM’s domestic manufacturing image, a narrative that would pair nicely with a renewed emphasis on V8 performance.

Not all readers were focused on the engineering details. The mention that GM would “shutter EV plants and repurpose them for ICE vehicles” sparked immediate debate. “It’s a shame they’re abandoning EVs. The Chinese are going to own us,” wrote Matt Ferenchak, while John P. Jerse countered, “I just read that GM lost 1.6 billion on EVs,” followed by John Lackey’s pragmatic observation:

“Pretty much everyone loses on EVs. Especially without all the government subsidies.” Those exchanges illustrate a broader tension within GM’s own fan base. Some see renewed ICE investment as a step backward; others view it as a practical response to an EV market that has yet to meet expectations.

Further fueling speculation was Carter’s mention of the elusive ZR1X.
The Chevrolet president reportedly told dealers it would be “very limited, unlike the ZR1.” That single sentence sent enthusiasts spiraling into speculation. Some believe it will introduce hybrid technology in a more extreme, track-oriented package, while others see it as a final expression of GM’s unfiltered V8 mastery.
Regardless, its rumored exclusivity has already sparked talk of markups and scarcity, inevitable side effects of Corvette’s ongoing evolution into a bona fide supercar.

Transmission speculation also crept into the conversation. “If there is anything in the pipeline, it would be a manual 6-speed Tremec,” wrote Anthony Zogheib. His optimism was quickly tempered by another commenter, Stu Gates, who claimed Tremec’s new six-speed transaxle is merely a “hobby project” without GM’s official interest. Whether that remains true is anyone’s guess, but the reappearance of manual rumors shows that the desire for tactile engagement in an age of paddles and algorithms is far from extinct.

For now, Jason Carter’s report exists in the gray zone between insider knowledge and barroom folklore.
Yet the consistency of the details, coupled with the tone of dealer-level candor, gives it more substance than the average internet rumor.
If GM truly intends to replace the 6.2 with a 6.6 across its lineup, build engines in Kentucky, and reassert the Grand Sport’s role as the Corvette’s dynamic middleweight, then the next few years could mark a fascinating return to form.

A new form for 2026 buyers in which the customer will acknowledge the service intervals for the motor oil and transmission canister filters, which are both covered under warranty.

The same policy for the transmission canister filters which was instituted with the 2024 model year in which you need to schedule an appointment at a Chevrolet dealer within 2 years of ownership and when you are between 7,000-8,000 miles.

The desired mileage is 7,500, but they give you plus or minus 500 miles, which it has to be done at a Chevy dealer so that it’s noted in the official service records.

Failure to do so would lead to a denied warranty claim later on.

The covered Oil Change can be done within two years of ownership & it also includes tire rotation and a Multi-Point Vehicle Inspection.
There is also a form for 2026 buyers and that dealers will retain a copy of the acknowledgement letter in the customer’s deal jacket showing they signed off on it.

There is also a line on the document reminding the sales rep that customers also have to sign a Retention Acknowledgement Form if they are buying a 2026 Corvette ZR1 or ZR1X.

That’s the no-flip policy that hasn’t really been all that effective, as half a several ZR1s flipped already while dealers are holding private auctions and doing other sneaky crap
Luckily, Chevrolet has ended the retention policies for the Z06 or E-Ray so one less form to sign at check-out for those buyers!

Full Customer Acknowledgement form:

It all comes down to this for TF Sport in the FIA World Endurance Championship. The UK-based team and its pair of Chevy Corvette Z06 GT3.Rs are prepped and ready for the Eight Hours of Bahrain, which is the eighth and final round on this year’s FIA WEC calendar.

A year after both Corvettes finished on the LMGT3 podium, TF Sport is eyeing bigger things Saturday – namely the class Drivers and Teams championships. Each of the yellow Z06 GT3.Rs remain alive for top-three finishes in the LMGT3 championship with the No. 81 Corvette alive for the title heading to the 3.363-mile, 15-turn Bahrain International Circuit.

No. 81 TF Sport Corvette Z06 GT3.R – Charlie Eastwood/Rui Andrade/Tom Van Rompuy
A victory last time out for Charlie Eastwood, Rui Andrade and Tom Van Rompuy put the trio and the No. 81 Corvette into championship position heading to Bahrain.

It was the long-awaited first WEC win for the trio and the third podium in four races after scoring points in just one of the first three rounds. They were also runners-up a year ago at Bahrain where Eastwood starred late in a push for the class win.

A second triumph wouldn’t clinch the LMGT3 championship for the No. 81 Corvette but it would be close. The championship leader the No. 92 Porsche needs to finish fourth or better to eliminate the TF Sport Corvette. But a fifth-place finish for the No. 92 coupled with a third-place finish for the No. 21 Ferrari and win plus a point for pole position would give Eastwood, Andrade and Van Rompuy the championship due to two victories for each but no other podiums for the Porsche.
With a win but no pole, TF Sport needs the No. 92 to finish sixth or worse.
Should the Porsche score zero points, the No. 81 Corvette needs to finish second and the No. 21 place no better than sixth. There are also additional scenarios involving the two cars in a head-to-head matchup where tiebreakers can come into play.

No. 33 TF Sport Corvette Z06 GT3.R Daniel Juncadella/Jonny Edgar/Ben Keating

The championship picture for Daniel Juncadella, Jonny Edgar and Ben Keating took a major hit after the Fuji race as a post-race penalty sent it out the points and championship contention.
A race win and pole position would put the No. 33 Corvette into a tie with the No. 92 if the latter doesn’t score points; the tiebreaker would go to the Porsche.

After beginning their cooperation in the FIA World Endurance Championship season and further expanding their collaboration in the European Le Mans Championship, TF Sport and Corvette are set to continue their pursuit of further ambitious goals. Read the full story.
Winners in the season-opening race in Qatar, the Juncadella/Edgar/Keating trio can still become only the second entry to take two LMGT3 victories this year by capturing the race at Bahrain.

Juncadella was part of the third-place lineup in class a year ago in TF Sport’s second Corvette. Keating drove a Corvette C8.R at Bahrain on his way to the GTE Am championship, and Edgar has Formula 3 experience at the circuit in the past.

The Eight Hours of Bahrain is scheduled for 2 p.m. AST / 6 a.m. ET Saturday. Full, live streaming coverage of the race and Friday’s 4 p.m. AST qualifying is available on the FIA WEC app and the MAX app in the United States.
Friday’s Free Practice 3 will be available on both apps plus the FIA WEC’s YouTube channel.

TF SPORT PRE-EVENT QUOTES

DANIEL JUNCADELLA, NO. 33 CHEVROLET CORVETTE Z06 GT3.R:

“We have a good chance at second or third in the championship. We won’t have any of success weight, so we will have that advantage over our rivals. Last year we had a really good delta on tire deg compared to the other cars. That’s where the weight will have some impact. It’s a very particular track with the heat and tire deg, which is incredibly high.
We have a harder compound this year, which isn’t as good as the medium tire for us. But still, I’m hopeful for a positive result for both cars. Hopefully, there are reasons to celebrate after the race. We should be competitive and it’s a cool place to race and the track is nice.

There is a lot of asphalt runoff, which normally isn’t a favorite for me. Being so dusty and sandy with the wind, anything other than the ideal racing line is very slippery. It’s a cooler and more fun track than I thought when I first got there.”

JONNY EDGAR, NO. 33 CHEVROLET CORVETTE Z06 GT3.R:

“Bahrain last year obviously was very good for the team with a double podium. I think with it being a high-deg track, we should expect to be pretty good on the tires. The Corvette is normally pretty good on tires. I’m looking forward to being back at a track that I’ve been to before. From Le Mans onward, all the tracks have been new to me so it’s nice to be back at a track that I’ve been to before. I know the track quite well so I’m excited to go back. Hopefully, we can finish the year with a good weekend. We’ve had quite a lot of bad luck from quite early in the season, and it would be nice to finish with a good race.”

BEN KEATING, NO. 33 CHEVROLET CORVETTE Z06 GT3.R:

“There is still a lot at stake for us at Bahrain, namely a top-three finish in the championship. That would be a really good achievement in my first year back with TF Sport and the Corvette in the WEC. I’ve won this race before and enjoy the track. Let’s see how it goes but we will go out racing hard, for sure.”

CHARLIE EASTWOOD, NO. 81 CHEVROLET CORVETTE Z06 GT3.R:

“If you go into a championship race with a chance and don’t believe you can do it, it’s definitely the wrong mindset. I totally think we can get the championship. It doesn’t take much with so many points on offer. I did the permutations the other day that the Porsche needs to finish sixth or something like that. But in such a tight field like we saw in Fuji, in a blink we win it and in the same blink the 33 finishes eighth.
We were very similar in pace and very similar in every sense. Back in 2020, I had a 20-point lead going into the last race and lost.

Going in this year 24 points behind, hopefully we can win it this time. It’s not vastly different from our situation going into Portimão for ELMS, and that worked out great for us. So hopefully we can get a repeat of that at Bahrain. The Corvette is super good around there. We were very fast and nearly got our first win there last year. As a team and driver crew, we are better than we were this time last year.
The hard tire will help some of the others, for sure. But I am very much looking forward to it.”

RUI ANDRADE, NO. 81 CHEVROLET CORVETTE Z06 GT3.R:

“I’m excited to have the opportunity to go into Bahrain and still have a shot at the championship. We didn’t have the easiest of starts to the year but since Le Mans the entire 81 crew has been on fire with three podiums and a special win in Fuji. It won’t be easy but we will give it our all, just like we did at Portimão in winning the ELMS championship. It will be a long and difficult race but after our Corvettes finished P3 and P2 in last year’s Eight Hours of Bahrain, everyone at TF is very motivated to try and climb one step higher on the podium and finish the year on a high.”

LMGT3 Teams Standings

1. No. 92 Manthey 1ST Phorm – 105
2. No. 21 Vista AF Corse – 94
3. No. 81 TF Sport – 81
4. No. 33 TF Sport – 66
5. Heart of Racing Team – 63

Also :

Fresh from claiming its first championship with Corvette in the European Le Mans Series LMGT3 class, British team TF Sport has announced a two-year extension of its partnership with the fabled American brand.
With this renewal, it will continue to race the Z06 GT3.R around the world through to the end of 2027.

Tom Ferrier’s team switched from Aston Martin to Corvette machinery at the beginning of the FIA WEC’s LMGT3 era, and has gone on to score significant success with the General Motors marque in the seasons since.

After running the Corvette in the FIA WEC in 2024, a European Le Mans Series program was added at the beginning of this year, with an expansion into the Asian Le Mans Series occurring this winter. A return to both the FIA WEC and ELMS is expected in 2026, and the team is hoping to add a second car to its parallel ELMS effort.

“We are very proud and pleased that our relationship with TF Sport is continuing into the future,” said Corvette Racing program manager Jessica Dane.
“It’s gratifying for all of us at Corvette Racing and Chevrolet to see the team progress and achieve success with their Corvettes in multiple championships this year. TF Sport is an ideal example of a customer team that is committed to this platform and program.
We are excited for more into the future alongside Tom [Ferrier] and his team”

Team owner Ferrier added: “Exactly 12 months ago at Bahrain we scored our very first podium finishes with the Corvette Z06 GT3.R. Now a year on we are European champions, Le Mans podium-finishers and double WEC race-winners, still with a chance of a World Championship.

“That is all down to the persistent hard work from everyone at Corvette Racing and Pratt Miller Motorsports along with our own crew at TF.
I could not be happier to extend this partnership over the next two years and hopefully for many more. It is a pleasure to work with such talented and driven individuals.”

The debut year of the TF Sport-Corvette partnership peaked with a double-podium finish at the season-ending 8 Hours of Bahrain, which provided the kickstart for a strong sophomore campaign.
In FIA WEC competition, a win in the season-opening Qatar 1812KM was followed by podium finishes at the 24 Hours of Le Mans and 6 Hours of Sāo Paulo, before another victory in the most recent round, the 6 Hours of Fuji.

The team’s No. 81 Corvette Z06 LMGT3.R of Tom van Rompuy, Rui Andrade and Charlie Eastwood still has an outside shot of winning the LMGT3 title, as it is 24 points behind the current leader. The sister car, meanwhile, has had its ups and downs and sits fourth in the championship after being mathematically eliminated in Japan.

In the ELMS, meanwhile, Eastwood, Andrade and Hiroshi Koizumi scored Corvette’s maiden title in the series, following a campaign which featured wins at Imola and Portimāo.

The team also made a one-off appearance at this year’s Rolex 24, fielding a WeatherTech-backed machine with a star-studded driver line-up in partnership with Trackhouse in GTD Pro.

A driver accused of speeding & driving recklessly has led to a five-vehicle crash, this time on Monday morning in Prospect Park, Pennsylvania.

Authorities say the black C8 convertible Corvette was “speeding and driving erratically” westbound when it struck an oncoming vehicle, causing it to turn on its side and land in the middle of a sidewalk next to a business.

Both drivers had to be extricated from their vehicles, one of them via the Jaws of Life.

“It required quite a response,” Prospect Park Police Chief David Madonna said. “We called out all the resources for this.”
The crash also involved three other vehicles, with one of them apparently causing a gas leak at a building after crashing into it.
PECO workers were able to get to the scene quickly and shut off the gas, authorities said.

The crash forced the closure of Chester Pike for an extended period this morning between Summit Avenue and Amosland Road while police investigated.

“It’s our hope that we do a thorough, proper investigation but also get the street open as quickly as we can,” the police chief said at the time.
Video from the scene shows the Corvette suffered major damage, especially to the front end and passenger side.
Initial reports said no one was injured in the crash, but officials now say at least one person is in serious condition

see this video :

https://6abc.com/video/embed/?pid=18108323

The newest aftermarket offering from TREMEC is the ultimate performance 6-speed manual transaxle, creating new possibilities for custom car and truck builders.
It enables true mid-engine configurations with exceptional on-track performance ideal for drivers who want the control of shifting their own gears.

Building upon decades of manual transmission experience and leveraging insights from developing the TR-9080 DCT transaxle system for the Chevy C8 Corvette, TREMEC set out to create a simplified yet robust manual transaxle.
The result?
A transmission that helps car builders achieve optimal weight balance and superior handling in a package that is ideal for mid-engine builds and custom rear-wheel drive vehicles.

The TREMEC manual 6-speed transaxle maintains the TR-9080 DCT unit’s packaging envelope and mounting points to help builders design things around the transaxle for optimal suspension fitment and travel maximum handling capability.
Gear shifts are controlled via cable that connects to the shift mechanism on the left side of the transaxle, seen in this photo just behind the half-shaft axle mounting point/output.

To start, TREMEC designed the transmission to utilize the TR-9080 DCT mounting points and a similar case profile.
This allows builders to use already available factory Corvette components for easier installation.
The aluminum case design achieves the right balance between strength and weight to handle heavy torque loads.
The side-mounted cable shift mechanism provides precise, responsive gear changes.

The TREMEC 6-speed manually shifted transaxle features a mechanical limited-slip differential, no park lock and has an estimated rating of 800 lb-ft of torque and 1,000 horsepower with input engine RPM up to 8,600.

Inside the TREMEC manual transaxle are 6 forward gears plus Reverse. The gears are designed with helical angles and cut to for maximum torque handling capability while minimizing gear noise.
This gives the TREMEC manual-shifting transaxle an estimated input torque rating of 800 ft-lbs of torque, 1,000 horsepower and an impressive maximum engine RPM capability of 8,600.
The integrated mechanical limited slip differential provides superior traction under power, enhanced cornering and consistent handling.

The gear ratios in this TREMEC aftermarket transaxle are different from a traditional manual transmission, because a transaxle combines the function (and overall gearing) of the transmission and the axle. After thorough research, the ratios were chosen to make the new transaxle compatible with the widest array of engines/power outputs and RPM ranges as possible.
The result is a transaxle that can be used in a variety of builds and engine combinations.

The new TREMEC 6-speed manual transaxle brings ultimate performance engineering to the custom vehicle market with exceptional strength, balance, and drivability in mid-engine configurations. TREMEC has made it easier than ever for builders to create high-performance, driver-focused vehicles.

The TREMEC 6-speed manual transaxle uses a multi-plate clutch with a concentric slave cylinder for clutch actuation.
Gear lubrication and cooling is supplied via a geroter pump driven off the transaxle’s input shaft.

2 barn finds being cleaned up

Torque to yield bolts, also known as TTY or stretch bolts, are a specialized type of fastener commonly used in the automotive and industrial sectors.

These bolts are designed to provide an extremely accurate and consistent clamping force, which is essential for maintaining the integrity of critical components, particularly in high-stress and high-pressure environments.
Torque to yield bolts are engineered to be tightened to a specific torque value and then further tightened by rotating the bolt to a specified angle, rather than a traditional torque value.

This unique tightening method brings the bolt to its yield point, where the bolt begins to stretch plastically, and ultimately achieves a more uniform and precise clamping force across the entire assembly.

The key difference between torque to yield bolts and standard bolts lies in their material properties and the way they are tightened.
Standard bolts are tightened to a specific torque value, which remains within their elastic deformation range.
This means that when the load is removed, the bolt returns to its original shape and size.

In contrast, torque to yield bolts are designed to be tightened beyond their elastic deformation range and into their plastic deformation range.
At this point, the bolt undergoes a permanent stretch, ensuring the clamping force is maintained even under variable loads.

The use of torque to yield bolts offers several advantages, including improved load distribution, better gasket sealing, reduced risk of over-tightening, and a lower likelihood of bolt failure.
These benefits make torque to yield bolts an essential component in various applications, such as automotive engines and high-pressure industrial machinery.

However, due to their unique design and function, torque to yield bolts require specific installation and maintenance procedures to ensure optimal performance and avoid potential damage.

Basics of Torque to Yield Bolts

Although torque to yield and standard bolts may appear similar at first glance, they differ significantly in their material properties, tightening method, and overall function.
Understanding these differences is crucial for choosing the right type of bolt for a specific application and ensuring proper installation and maintenance.

1. Material Properties

o Torque to yield bolts: These bolts are made from materials that exhibit a higher level of ductility and elasticity compared to standard bolts. This allows them to undergo plastic deformation (permanent stretching) when tightened, providing an improved clamping force.

o Standard bolts: These bolts typically possess lower ductility and elasticity, limiting their ability to stretch beyond their elastic deformation range. When tightened, they remain within the elastic region, ensuring that they return to their original shape and size once the load is removed.

2. Tightening Method

o Torque to yield bolts: These bolts are tightened in two stages. First, they are tightened to a specific torque value. Next, they are further tightened by rotating the bolt to a specified angle, reaching their yield point and undergoing plastic deformation.
o Standard bolts: Standard bolts are tightened to a predetermined torque value, which remains within their elastic deformation range. This ensures that the bolt does not stretch permanently and maintains its original size and shape after the load is removed.

3. Function and Clamping Force

o Torque to yield bolts: The unique tightening method of torque to yield bolts results in a more uniform and precise clamping force across the entire assembly. This is crucial for maintaining the integrity of critical components in high-stress and high-pressure environments.
o Standard bolts: While standard bolts provide a reliable clamping force, they may not offer the same level of precision and uniformity as torque to yield bolts, making them less suitable for certain applications where accurate and consistent clamping force is required.

4. Reusability

o Torque to yield bolts: Due to their plastic deformation, torque to yield bolts are generally considered non-reusable. They may exhibit signs of fatigue or damage after being used and must be carefully inspected before considering reuse.
o Standard bolts: Since standard bolts remain within their elastic deformation range when tightened, they can typically be reused multiple times, provided they are not damaged or excessively worn.
Understanding the differences between torque to yield and standard bolts is essential for making informed decisions when selecting and using these fasteners.
Proper application, installation, and maintenance of the appropriate bolt type will help ensure optimal performance, reliability, and longevity of the components being assembled.

Advantages of Torque to Yield Bolts

Torque to yield bolts offer several advantages over standard bolts, making them the preferred choice for various applications in the automotive and industrial sectors.
These benefits stem from the unique material properties and tightening method of torque to yield bolts, which result in a more accurate and consistent clamping force. Some of the main advantages of torque to yield bolts include:

1. Improved Clamping Force: The precise and uniform clamping force achieved by torque to yield bolts ensures that critical components are held together more effectively. This improved clamping force minimizes the risk of leaks, component separation, or damage due to uneven stress distribution.
2. Better Load Distribution: Torque to yield bolts provide a more even distribution of load across the entire assembly. This helps reduce stress concentrations and potential failure points, ultimately leading to increased reliability and longevity of the components.
3. Reduced Chance of Over-tightening: The two-stage tightening process of torque to yield bolts, which involves tightening to a specific torque value and then rotating the bolt to a specified angle, reduces the likelihood of over-tightening the bolt. Over-tightening can lead to bolt failure or damage to the components being fastened.
4. Lower Risk of Bolt Failure: Torque to yield bolts are designed to stretch permanently when tightened, resulting in a more consistent and controlled clamping force. This reduces the risk of bolt failure due to excessive stress or uneven load distribution.
5. Enhanced Gasket Sealing: In applications that require gasket sealing, such as cylinder heads in automotive engines, torque to yield bolts provide a more uniform clamping force that helps to maintain the integrity of the gasket. This reduces the chance of leaks and ensures optimal sealing performance.
6. Adaptability to Load Variations: Due to their ability to stretch and maintain consistent clamping force, torque to yield bolts are more adaptable to load variations caused by thermal expansion or contraction.
This makes them suitable for applications with fluctuating temperatures and dynamic loads.
These advantages make torque to yield bolts an essential component in various high-stress and high-pressure applications, such as automotive engines, high-pressure industrial machinery, and heavy-duty equipment.
However, to fully capitalize on these benefits, it is crucial to follow proper installation and maintenance procedures and adhere to manufacturer guidelines.

How Torque to Yield Bolts Work

To understand how torque to yield bolts work, it is crucial to grasp the concepts of elastic deformation, plastic deformation, and the yield point.
These fundamental principles dictate the behavior of torque to yield bolts and how they provide a consistent and precise clamping force.

1. Elastic Deformation and Plastic Deformation

o Elastic Deformation: This occurs when a material is subjected to stress and deforms (changes shape) but returns to its original shape once the stress is removed. Elastic deformation is reversible and does not result in any permanent change to the material.
o Plastic Deformation: When a material is subjected to stress beyond its elastic limit, it undergoes plastic deformation. In this case, the material does not return to its original shape when the stress is removed, resulting in a permanent change. Torque to yield bolts are designed to undergo plastic deformation when tightened to ensure a consistent clamping force.

2. The Yield Point

o The yield point is a critical parameter in the behavior of torque to yield bolts. It represents the stress level at which a material transitions from elastic deformation to plastic deformation. When a torque to yield bolt is tightened to its yield point, it stretches permanently, allowing it to maintain a consistent clamping force even under variable loads.

3. Torque Angle Method for Tightening Torque to Yield Bolts
o Torque to yield bolts are tightened using a two-stage process called the torque angle method. This method involves:
 Tightening the bolt to a specified torque value using a torque wrench. This initial tightening brings the bolt close to its yield point.
 Further tightening the bolt by rotating it to a specified angle using a torque angle gauge or a torque wrench with angle measurement capabilities. This additional rotation brings the bolt beyond its yield point, causing it to undergo plastic deformation and achieve the desired clamping force.

4. Importance of Following Manufacturer’s Specifications

o It is vital to follow the manufacturer’s specifications for torque values and angles when installing torque to yield bolts. This ensures that the bolts are tightened correctly and achieve the desired clamping force without risking over-tightening or bolt failure.
In summary, torque to yield bolts work by undergoing plastic deformation when tightened to their yield point, providing a uniform and precise clamping force across the entire assembly.
The torque angle method is used to tighten these bolts accurately, ensuring optimal performance and reliability in various high-stress and high-pressure applications.

Applications of Torque to Yield Bolts

The unique properties and advantages of torque to yield bolts make them ideal for use in various high-stress and high-pressure applications. Their ability to provide a precise and consistent clamping force ensures the reliability and longevity of critical components.
Some of the most common applications of torque to yield bolts include:

1. Automotive Industry

o Cylinder Heads: Torque to yield bolts are widely used in engine cylinder head applications. Their uniform clamping force ensures a proper seal between the head and the engine block, preventing coolant or oil leaks and maintaining optimal combustion chamber pressure.
o Connecting Rods: Torque to yield bolts are often utilized in connecting rod applications, where consistent clamping force is critical for maintaining the structural integrity of the rods under high-stress conditions. Their use can help prevent rod failure, ensuring the proper functioning of the engine.
o Suspension Components: In some cases, torque to yield bolts are employed in suspension components for vehicles, where they help maintain a consistent clamping force under varying loads, contributing to the durability and performance of the suspension system.
2. Industrial Machinery
o High-Pressure Equipment: Torque to yield bolts are used in various high-pressure equipment, such as pressure vessels, boilers, and piping systems. Their ability to provide a consistent clamping force and adapt to load variations makes them ideal for maintaining the integrity of these critical components.
o Heavy-Duty Applications: Heavy-duty machinery and equipment, such as construction vehicles, cranes, and large pumps, often require torque to yield bolts to ensure the reliability and longevity of their components. The improved clamping force and load distribution provided by torque to yield bolts help reduce the risk of component failure in these demanding applications.
These applications showcase the versatility and importance of torque to yield bolts in maintaining the integrity and performance of critical components. Proper installation and maintenance of torque to yield bolts are essential to ensure their optimal functioning and to prevent potential damage or failure.

Torque to Yield Bolt Installation and Removal

Proper installation and removal techniques are crucial for torque to yield bolts to ensure their optimal performance and prevent potential damage.
By following the guidelines below, you can help maintain the integrity and reliability of these specialized fasteners.
1. Proper Techniques for Installation
o Lubrication: Applying the appropriate lubricant to the threads and under the bolt head is essential for accurate torque readings and reducing friction during tightening. Always follow the manufacturer’s recommendations for lubricant type and application.
o Thread Cleaning: Before installing a torque to yield bolt, ensure that the threads on both the bolt and the mating component are clean and free of debris, corrosion, or damage. Dirty or damaged threads can interfere with proper tightening and affect the clamping force.
o Using a Torque Wrench and Torque Angle Gauge: To achieve the correct clamping force, use a calibrated torque wrench to tighten the bolt to the specified torque value. Then, using a torque angle gauge or a torque wrench with angle measurement capabilities, rotate the bolt to the specified angle, ensuring it reaches its yield point and achieves the desired clamping force.

2. Removal and Inspection

o Signs of Bolt Fatigue or Damage: When removing torque to yield bolts, inspect them carefully for signs of fatigue, stretching, or damage. Look for thread deformation, necking (narrowing) of the shank, or any visible cracks. If any of these signs are present, the bolt must be replaced.
o Guidelines for Reuse or Replacement: In general, torque to yield bolts are considered non-reusable due to their plastic deformation during installation. However, some manufacturers may provide specific guidelines for bolt reuse based on the application or bolt type. Always consult the manufacturer’s recommendations and exercise caution when considering the reuse of torque to yield bolts.

Following proper installation and removal techniques for torque to yield bolts is crucial for maintaining their performance and preventing damage to the fasteners or the components they secure.
Always adhere to manufacturer guidelines and seek professional assistance if you are unsure about any aspect of torque to yield bolt installation or removal.

Common Torque to Yield Bolt Problems and Solutions

While torque to yield bolts offer numerous advantages, they can also encounter problems if not installed or maintained correctly. By identifying and addressing these common issues, you can help ensure the reliability and longevity of torque to yield bolts and the components they secure.
1. Over-tightening and Bolt Failure
o Problem: Over-tightening a torque to yield bolt can lead to bolt failure or damage to the components being fastened. This can occur when the bolt is tightened beyond its specified torque value and angle, causing excessive stress and potential breakage.
o Solution: Always follow the manufacturer’s guidelines for torque values and angles when installing torque to yield bolts.
Use a calibrated torque wrench and torque angle gauge to ensure accurate tightening and avoid over-tightening.
2. Incorrect Torque Specifications
o Problem: Using incorrect torque specifications can result in inadequate clamping force, component damage, or bolt failure. This can occur when relying on generic torque values or using specifications intended for standard bolts rather than torque to yield bolts.
o Solution: Consult the manufacturer’s recommendations for the specific torque values and angles required for the torque to yield bolts you are using. This information can typically be found in service manuals, technical bulletins, or through direct consultation with the manufacturer.
3. Inaccurate Torque Wrench Calibration
o Problem: An improperly calibrated torque wrench can lead to inaccurate torque readings and tightening, potentially causing over-tightening or under-tightening of the torque to yield bolt. This can result in insufficient clamping force, bolt failure, or component damage.
o Solution: Regularly calibrate your torque wrench to ensure accurate torque readings. Follow the manufacturer’s guidelines for calibration intervals and procedures, and consider using a torque wrench with angle measurement capabilities for added accuracy.
4. Dirty or Damaged Threads
o Problem: Dirty or damaged threads on the bolt or mating component can interfere with proper tightening and affect the clamping force.
This can result in uneven load distribution, component damage, or bolt failure.
o Solution: Before installing torque to yield bolts, ensure that the threads on both the bolt and the mating component are clean and free of debris, corrosion, or damage. Use a thread cleaning tool or brush to remove any contaminants and inspect the threads for damage before installation.
By addressing these common torque to yield bolt problems and following proper installation and maintenance procedures, you can help ensure optimal performance and reliability in various high-stress and high-pressure applications.
Always consult the manufacturer’s guidelines and seek professional assistance if you encounter any issues or have concerns about the use of torque to yield bolts.

Conclusion

Torque to yield bolts are specialized fasteners designed to provide a consistent and precise clamping force in high-stress and high-pressure applications.
Their unique material properties and tightening method set them apart from standard bolts, offering several advantages such as improved clamping force, better load distribution, and enhanced gasket sealing. Common applications for torque to yield bolts include automotive engines, industrial machinery, and heavy-duty equipment.

To ensure the optimal performance and reliability of torque to yield bolts, it is crucial to follow proper installation and maintenance procedures, adhere to manufacturer guidelines, and address any potential issues promptly.
By doing so, you can capitalize on the benefits of these specialized fasteners and maintain the integrity and longevity of the components they secure.

Up through the 2025 model year, the Corvette’s PDR merged the telemetry with the video so all you had to do was take the SD Card out of the car, put it in your MS Windows OS computer, and then you could view your driving exploits with all the information as it was selected from the PDR at the start of recording. However, according to GM new 2026 Corvette owners, that process has been changed.

An owner of a 2026 Z06 did a DPR recording with the telemetry and then put the SD Card into his computer, but only the video was present.

Major change for 2026 C8s that GM forgot to mention to its customers.
Viewing the PDR telemetry outside the car is now a multistep process, which also requires the use of the Cosworth AliveDrive App.
From their website in the UK

Chevy states about these changes & they confirmed the process to view the telemetry overlay does require the new Cosworth app.

Once you have the videos on your device and viewable within the app, you can generate an MP4 video file with the overlay permanently displayed.

While the AliveDrive app does require either IOS or Android, owners will also have access to the Cosworth Pi Toolbox.
Chevy describes this app as “a powerful data analysis tool that our engineers use for analysis during development and akin to what race teams use to evaluate their own performance.”
And finally, our Chevrolet rep says to expect a desktop solution in the future

So in short for 2026 C8s, to see the recorded PDRs with the video and the telemetry you must have the Cosworth APP
which means you no longer can replay PDF recording on a P/C but only like with cellphones as they only make the APP and not software used on a P/C that runs MS Windows

Steps to use the Cosworth AliveDrive app:

• Remove SD card from car
• Import videos to phone/tablet
• Import video into AliveDrive app
• Make any edits (as needed)
• Export video from AliveDrive to device
• Copy file from device to destination of your choice

https://www.cosworth.com/data-control-systems/alivedrive/