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.
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!
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
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.
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
Some GM App Store applications that have been downloaded to 2016-2017 ATS; 2017 XTS, Camaro, Volt; 2017–2018 CTS, Malibu; 2017-2019 Verano, XT5, Cruze, Acadia; 2017-2020 Corvette, Impala; 2017-2021 Encore; 2017-2026 Silverado 1500; 2018 Enclave, CT6, Canyon; 2018-2019 Tahoe, Suburban, Trailblazer, Traverse, Trax, Sierra 1500, Sierra 2500HD/3500HD; 2018-2020 Yukon; 2019-2020 Envision, Escalade, Equinox; and 2019-2026 Silverado 2500HD/3500HD models are no longer supported.
These vehicles are equipped with the NGI infotainment systems (RPO IO3, IO5, IO6, IO7).
As of September 30, 2025, the GM App Store apps have expired and cannot be updated or installed.
If an app installed on these systems is removed or the system is reset to the factory settings, the currently installed app will no longer be available. The app will fail when attempting to reinstall it.
No repairs or corrections should be attempted for this condition . This is a GM App Store change only.
Refer to Bulletin #25-NA-312 for more information.
The infotainment system (RPO IVD, IVE) on some 2023-2026 LYRIQ, Colorado; 2024-2026 XT4, Blazer EV, Equinox EV, Silverado EV, Traverse, Acadia; 2025-2026 Enclave, Envision, CELESTIQ, CT5, Escalade, ESCALADE IQ, OPTIQ, BrightDrop EVs, Equinox, Silverado, Silverado HD, Tahoe, Suburban, Sierra EV, Terrain, Yukon; 2026 VISTIQ, Corvette, and HUMMER EVs may automatically switch the audio source to a connected device without any input.
As a result, the infotainment system will switch from a current audio source, such as a radio station, to the connected device.
The cause of the switch of audio sources may be due to the Media Source Priority feature being turned on in the Settings menu. The Media Source Priority setting prioritizes a paired device as the audio source when connected to the vehicle over other media sources.
If this prioritization is not desired by the customer, the Media Source Priority feature can be turned off. Select the Settings menu and go to > Connections > Phones > Options for the connected device
Under Media Source Priority, select the on/off indicator on the screen to turn off the feature.
For more information, refer to Bulletin #25-NA-320.
DCT Transmission Auxiliary Pump Cavitation Some 2024-2026 Corvette E-Ray models may have a Service Transmission message displayed on the Driver Information Center along with an illuminated Check Engine MIL. DTCs P1955 (Transmission Fluid Pressure Relief Valve Performance) and P0867 (Transmission Fluid Pressure Performance) may be set in the Transmission Control Module (TCM).
These conditions may be caused by auxiliary pump cavitations due to the transmission pan fluid filter. If DTCs P1955 and/or P0867 are set as current or history DTCs, replace the transmission pan fluid filter and reevaluate the vehicle. Refer to Automatic Transmission Fluid, Fluid Pan and/or Filter Replacement in the appropriate Service Information.
Do not attempt any other repairs for these DTCs other than transmission fluid pan filter replacement.
TIP: When removing the transmission fluid pan, the 15 bolts are single-use fasteners. During installation, tighten the bolts in sequence according to the Service Information using the GM-45059-A Angle Meter.
For more information, including part numbers, refer to Bulletin #25-NA-278.
Chevrolet was forced to sideline sales of the 2025 Z06s due to the STOP SALE order issued on August 21st, and then they continued to build the 2026 Z06s but were unable to ship them until just recently.
With dealers looking to clear that 2025 inventory, it’s your chance to negotiate a price well below MSRP. This as an unprecedented buyers’ market for one of the hottest cars on the market.
Chevy has over 1,300 2025s and another 1,300 2025s currently listed on the Chevrolet Live Inventory Tracker, and the 2026 Z06s will continue to grow. Dealers are motivated, as they’ve been sitting on hundreds of thousands of dollars in inventory over the last two months. They have been unable to move the final cars for 2025 and now the 2026s are being made and shipped
RPO Exterior Color Production 13 Silver Metallic 385 20 Medium Blue Metallic 1,148 28 Dark Blue Metallic 1,675 35 Yellow 578 40 White 3,620 41 Black 3,420 66 Dark Orange (Pilot) 5 74 Dark Red Metallic 2,878 81 Bright Red 5,340 90 Gray Metallic 644 96 Charcoal Metallic 1,046 40/41 White/Black 2,050
RPO Exterior Color Coupe Convertible Total Production 10U White 3,220 2,206 5,426 20U Medium Blue Metallic 925 503 1,428 28U Dark Blue Metallic 1,233 698 1,931 31U Arctic Pearl 24 3 27 35U Yellow 8 0 8 41U Black 2,925 1,930 4,855 68U Dark Red Metallic 2,341 1,068 3,409 81U Bright Red 4,759 2,904 7,663 90U Gray Metallic 162 63 225 96U Charcoal Metallic 1,066 374 1,440
Production: Base Coupe: 16,663 Base Convertible: 9,749 Total: 26,412
1990 C4 Production
RPO Exterior Color Production 10 White 4,872 25 Steel Blue Metallic 813 41 Black 4,759 42 Turquoise Metallic 589 53 Competition Yellow 278 68 Dark Red Metallic 2,353 80 Quasar Blue Metallic 474 81 Bright Red 6,956 91 Polo Green Metallic 1,674 96 Charcoal Metallic 878
RPO Exterior Color Production 10 White 4,305 25 Steel Blue Metallic 835 35 Yellow 650 41 Black 3,909 42 Turquoise Metallic 1,621 75 Dark Red Metallic 1,311 80 Quasar Blue Metallic 1,038 81 Bright Red 5,318 91 Polo Green Metallic 1,230 96 Charcoal Metallic 417
RPO Exterior Color Production 10 White 4,101 35 Yellow 678 41 Black 3,209 43 Bright Aqua Metallic 1,953 45 Polo Green II Metallic 1,995 73 Black Rose Metallic 1,886 75 Dark Red Metallic 1,148 80 Quazar Blue Metallic 1,043 81 Bright Red 4,466
RPO Exterior Color Production 10U White 3,031 41U Black 2,684 43U Bright Aqua Metallic 1,305 45U Polo Green II Metallic 2,189 53U Competition Yellow 517 68U Ruby Red 6,749 70U Torch Red 3,172 73U Black Rose Metallic 935 75U Dark Red Metallic 325 80U Quasar Blue Metallic 683
RPO Exterior Color Production 10U Arctic White 4,066 28U Admiral Blue 1,584 41U Black 4,136 43U Bright Aqua Metallic 1,209 45U Polo Green Metallic 3,534 53U Competition Yellow 834 66U Copper Metallic 116 70U Torch Red 5,073 73U Black Rose Metallic 1,267 75U Dark Red Metallic 1,511
RPO Exterior Color Production 05 Dark Purple Metallic 1,049 05/10 Dark Purple / White 527 10 Arctic White 3,381 28 Admiral Blue 1,006 41 Black 3,959 43 Bright Aqua Metallic 909 45 Polo Green Metallic 2,940 53 Competition Yellow 1,003 70 Torch Red 4,531 75 Dark Red Metallic 1,437
Z4Z Indy 500 Pace Car Replica Pkg. Opt $2,816 (Convertible only) 527 ZR1 Special Performance Pkg. Opt $31,258 (Coupe only) 448
Coupe RPO Description Black Int Light Grey Red Int. Total LT1 350ci, 300hp Engine, Auto. Trans. 1,046 1,210 235 2,491 LT4 350ci, 330hp Engine, Man. Trans. 751 625 164 1,540 Totals: 1,797 1,835 399 4,031 Convertible 472 367 73 912 244 157 68 469 716 524 141 1,381 Totals: 5,412
Z15 Collector's Edition $1,250 5,412 Z16 Grand Sport Package ($2,880 Convert.) $3,250 1,000
RPO Exterior Color Production 05 Dark Purple Metallic 320 10 Arctic White 3,210 13 Sebring Silver Metallic 5,412 28 Admiral Blue 1,000 41 Black 3,917 43 Bright Aqua Metallic 357 45 Polo Green Metallic 2,414 53 Competition Yellow 488 70 Torch Red 4,418
RPO Exterior Color Production 900 Tuxedo Black NA 912 Silver Blue NA 916 Daytona Blue 3,475 923 Riverside Red 4,612 932 Saddle Tan NA 936 Ermine White NA 941 Sebring Silver NA
RPO Exterior Production 900 Tuxedo Black 1,897 912 Silver Blue 3,121 916 Daytona Blue 3,454 923 Riverside Red 5,274 932 Saddle Tan 1,765 936 Ermine White 3,909 940 Satin Silver 2,785 941 Special Silver Combination NA
RPO Exterior Color Production AA Tuxedo Black 1,191 CC Ermine White 2,216 FF Nassau Blue 6,022 GG Glen Green 3,782 MM Milano Maroon 2,831 QQ Silver Pearl 2,552 UU Rally Red 3,688 XX Goldwood Yellow 1,275 Y Crocus Yellow NA
RPO Exterior Color Production 900 Tuxedo Black 1,190 972 Ermine White 2,120 974 Rally Red 3,366 976 Nassau Blue 6,100 978 Laguna Blue 2,054 980 Trophy Blue 1,463 982 Mosport Green 2,311 984 Sunfire Yellow 2,339 986 Silver Pearl 2,967 988 Milano Maroon 3,799
1966 was the first year for the 427 ci engine. This engine initially listed at 450 hp. The rating (not the output)was reduced to 425 hp for unknown reasons, shortly after production began.
RPO Exterior Color Production 900 Tuxedo Black 815 972 Ermine White 1,423 974 Rally Red 2,341 976 Marina Blue 3,840 977 Lynndale Blue 1,381 980 Elkhart Blue 1,096 982 Goodwood Green 4,293 984 Sunfire Yellow 2,325 986 Silver Pearl 1,952 988 Marlboro Maroon 3,464
L89 L71 Engine with Aluminum Cylinder Heads $368.65 16
C2 Production: Coupes: 8,504 Convertibles: 14,436 Total: 22,940 C2 Production ended with the 1967 model year. VIN #22940, is powered by a 427cid/390hp V8 with a 4-speed transmission, power steering and factory air conditioning. It was a Sting Ray with these options: Engine: 427 L36 Transmission Type: 4-SPEED Horsepower: 390 Cylinders: V8 Exterior Color: SILVER Interior Color: BLACK
The first time the world saw directly into Corvette’s window was, famously, in January 1953 at New York’s Waldorf-Astoria Hotel, where the new sports car concept was unveiled as a show car in the 1953 General Motors Motorama. It was a sensation . Within six months, it was rolling off the assembly line, the start of a production run of 72 years, eight generations and counting, during which it has defined and refined what obtainable performance is all about, as America’s Sports Car.
Zora’s vision
The man who set the Corvette down that path had nothing to do with its creation. He saw it for the first time right there at the Waldorf, like any other civilian, and like most, he was captivated, intrigued by what he saw even more by what he imagined it could be. And by that May, Zora Arkus-Duntov had accepted a job at GM, working for Ed Cole, Chevrolet chief engineer, and by 1956, general manager.
Cole led the Corvette from concept to production, and under his guidance, Zora set out to turn it from a great-looking sports car into one of the fastest production cars in the world. This was accomplished in just a few short years, thanks in part to what may have been Cole’s biggest contribution to GM (and automotive) history: the Chevy small-block V-8, which was unleashed in 1955.
The effects of that initial encounter at the Waldorf are still being felt today, because in Zora’s vision, his blueprint for the Corvette ultimately called for a mid-engine layout, which was finally made into reality by Tadge Juechter and his team with the C8. How the Corvette got from there to here is a fascinating look into the window of vehicle development, a view that never fails to astonish me. Working on a car such as the Corvette, influencing its performance and design and features and benefits it’s a pinch-me moment every day, even after all these years.
Gearhead paradise
To put it simply, the Corvette is the reason I work at GM. As a young boy, I spent many car trips hunched in the rear flat area of mid-1960s coupes. Often on Saturdays, my dad took me to work with him at the Chevrolet Engineering Building at the GM Technical Center in Warren, Michigan, where the Corvette came to life. On the way home, he would take me by the Research Building lobby to see the Firebirds and the original silver Stingray.
I, like many of my co-workers, wanted to work for the company that makes the Corvette. I just loved everything about it. Its presence, its performance, its history and heritage, everything it stands for has always raised the hair on the back of my neck.
Back in those days, there used to be a swap meet just down the road in Warren, where they’d sell Chevrolet heads, parts, accessories everything you could imagine and more. It was gearhead paradise. Once, when I was about 10, I begged my dad to stop at the swap meet so we could check it out, and he did.
When we went inside the huge warehouse-like building, we came across the man himself, Zora! I’d never seen him before, but you could tell right away he was someone special. He was sitting there holding court, signing all kinds of things for all kinds of people, and it all contributed to the aura of the Corvette for me, reinforcing what I already knew I wanted to do with my life
. I thought about that moment often as we made Zora’s vision a reality with the C8. It was an honor to work on it, to follow the blueprints and trace the DNA of various development vehicles right back to the roots.
The next level
In many ways, it was inevitable. Once we got to C7, we had pushed the limits of what we could do with that configuration. It was as close to perfection as a front-engine/rear-wheel-drive Corvette was going to get. To take performance and driving dynamics to the next level for our customers, we had to move to midengine.
The groundwork for it had been done decades before. The Chevrolet Engineering Research Vehicle #1, commonly known as the CERV I, debuted in 1962, and demonstrated what happens when you push the boundaries of engineering and design to develop a mid-engine race car. What made the CERV I so unique was how light and powerful it was. The car weighed only 1,600 pounds, and the body accounted for only 80 pounds of that.
Its 283-cubic-inch V-8 produced 350 hp and weighed only 350 pounds, thanks to the novel use of aluminum in the cylinder block and heads, and several other critical parts such as the water pump and flywheel. The team also used magnesium in the clutch housing and fuel injection manifold it featured mechanical fuel injection. My favorite aspect of the CERV I is the orange flames that flow out of the back as it goes. It’s a sight that absolutely delights the 10-year-old still living in all of us.
The CERV I was followed by what I think is the most beautiful of all the CERV vehicles, the CERV II, in 1964. The CERV II had a monocoque chassis and was powered by a 377-cubic-inch V-8 producing 500 hp, enabling the car to accelerate from 0 to 60 mph in under 3 seconds, with a top speed of 210 mph. Importantly, the CERV II was all-wheel drive.
The transmission featured a unique configuration in which the rear wheels were driven by one torque converter and the front wheels through another. GM patented that in 1968. The CERV II also marked the beginning of the velocity stacks, like the McLarens had. Those were developed at General Motors R&D. That car is very special.
Setting records
In 1990, the CERV III made its debut. I was already working at GM so I remember it being built around the time we were working on a true active suspension system. The CERV III had an all-wheel drive, mid-engine configuration, and ran a small block 5.7-liter V-8 producing 650 hp. It weighed only 3,400 pounds thanks to extensive use of carbon fiber. The central structure was a carbon-fiber torque tube that weighed only 38 pounds. The ends of the beam were machined from titanium.
Those three CERV vehicles show that midengine has always been the Corvette’s destiny. And their legacy is on the road today in the C8, in all its iterations the Z06, E-Ray, ZR1, and ZR1X. The inherent balance of the configuration has led us to great things with C8, including setting Nürburgring lap records, and a top-speed record of 233.5 mph in the ZR1 still one of the coolest things I’ve experienced in my life, a triumph for the car’s performance and technology and the work done by Tadge and his team.
The DNA of C8 and all the generations that came before it will continue to inspire us as we peer into the window of the Corvette’s future, to C9 and beyond. As we’ve done for seven-plus decades, we will push the boundaries of innovation in propulsion, material usage, and high performance with every Corvette we do. I can feel the hair standing up on the back of my neck just thinking about it. Mark Reuss has been president of General Motors since January 2019. Reuss is a mechanical engineer who began his GM career as a student intern in 1983.
PORTIMÃO, Portugal (October 18, 2025) TF Sport & the Corvette Z06 GT3.R co-wrote another new chapter in Corvette Racing history with the program’s first European Le Mans Series championship Saturday with a victory in the season-ending Four Hours of Portimão.
Charlie Eastwood, Rui Andrade and class pole-winner Hiroshi Koizumi teamed for their second LMGT3 victory of the season in the No. 82 Corvette Z06 GT3.R and, in the process, claimed the class Drivers and Teams championships. The added bonus is that the title comes with an automatic invitation to next year’s 24 Hours of Le Mans, which could feature a minimum of four Corvettes on the LMGT3 grid.
Orey Fidani and IMSA GTD team AWA running next year under the 13 Motorsports banner claimed a second straight invite to Le Mans at last weekend’s Petit Le Mans for winning a second consecutive Bob Akin Award.
Saturday’s titles for TF Sport are the latest for the Corvette Z06 GT3.R, following a sweep of the GTD PRO championships for Chevy and Corvette Racing by Pratt Miller Motorsports in the IMSA WeatherTech SportsCar Championship.
Corvette Z06 GT3.R team DXDT Racing remains in contention for the Pro-Am title in GT World Challenge America with the Indianapolis Eight Hours ongoing. Johor Motorsports Racing also is alive for the Pro-Am title in GT World Challenge Asia, which closes its season with two street races in Beijing this weekend.
TF Sport also remains alive in the FIA World Endurance Championship’s LMGT3 title fight with Eastwood, Andrade and Tom Van Rompuy third heading into next month’s Eight Hours of Bahrain.
GM RACING PROGRAM MANAGER:
“Congratulations to everyone at TF Sport for making history today with the first ELMS championship for Corvette Racing. Today’s victory for Charlie, Rui and Hiro came under immense pressure with the LMGT3 Drivers and Teams titles in the balance. The whole team executed the race to perfection. Everyone at Corvette Racing, Chevrolet and GM Motorsports is excited about this championship and a fourth invitation to 2026 24 Hours of Le Mans.”
CHARLIE EASTWOOD, NO. 82 CHEVROLET CORVETTE Z06 GT3.R – LMGT3 RACE AND CHAMPIONSHIP WINNER:
“That was a very stressful stint to say the least. We didn’t seem to have a great pace. We had something we were trying to manage, and with that it was super-difficult. The pace of the McLaren and Wayne (Boyd) has been unbelievable all year. Coming into Turn Five, I could see him behind and then as I came out he was getting closer and closer.
Fortunately, as the sun started to go down, we gained a little bit of grip. But he was right there for the last 10 or 15 laps. My engineer came on the radio saying there were six laps to go, and he was literally right behind me and significantly faster.
“But what a job by these guys (Andrade and Koizumi). If I didn’t have the gap that I had when I got in the car, for sure we don’t win the race. All credit to both of them for putting in their two best stints of the year exactly when we needed it. I’m super-pleased for the first ELMS championship for Corvette and for the first championship for myself with Corvette. We’ve got Bahrain in a couple of weeks when we’re the underdog as we were today. Hopefully we can have a very good month.
“We definitely made that hard work in the last hour. I had to start having to take a lot of risks in traffic because although if we had finished second we might have won, but we didn’t know if other Ferraris were going to let the 50 pass. I was all-out to make sure we got it to the line. What an achievement for the whole team. Rui and Hiro were unbelievable today as was the whole team. I’m going to remember this one for a while.”
RUI ANDRADE, NO. 82 CHEVROLET CORVETTE Z06 GT3.R – LMGT3 RACE AND CHAMPIONSHIP WINNER:
“I couldn’t have asked for better conditions to get in the car. Already yesterday, Hiro showed the pace he had this whole weekend. Every time he tried to pull away and create a gap, there was a safety car or something. But he gave me the car with a good lead.
Obviously, we were jumped by some cars that were on an offset strategy, so I had to use the new tires the team gave me and make my way through. It was a relatively easy run for me after that. I did have a little issue with the rearview camera, which is stressful because there are a lot of cars coming through all the time. But the team guided me through that really well, and I was able to give Charlie the car in P1.
“It’s becoming a habit of Charlie’s to pull out these amazing wins in the last lap, which end up in me losing my voice! I’m so happy. For sure, it was stressful for Charlie in the car, but for us on the outside watching it unfolds was even more stressful. I never had any doubt that Charlie would do it, and in the end he did it. I couldn’t be happier right now.”
(On winning the LMGT3 title) “This one is special just because as a Silver driver in the GT category now, the level is so high. We’ve had to work so hard since last year. Charlie has been my teammate since the beginning with the Corvette, and we’ve worked really hard to try and get me to improve and be at the level where we are now where we can be fighting for podiums and wins on a regular basis. So that just makes it a little more special with all the work that has gone into it. It’s surreal.”
HIROSHI KOIZUMI, NO. 82 CHEVROLET CORVETTE Z06 GT3.R – LMGT3 RACE AND CHAMPIONSHIP WINNER:
“The team gave us a great car, and I have the two best drivers as teammates. That’s why I was able to keep the car in first place. So I’m really happy for that. I’m feeling very grateful. I was able to do this because of the team, and my teammates. Congratulations to all of them.”
State troopers say the 62-year-old driver of this black C5 Corvette Z06 and his 15-year-old passenger were not wearing seatbelts when he lost control and the car ran underneath the rear wheels of an 18-wheeler on NC 211 in Moore County.
The two occupants of the C5 suffered broken bones and had to be carried for treatment to the hospital, according to a report on CBS17 News out of Raleigh, Durham, and Fayetteville.
The Corvette suffered major damage to the front end, losing its hood and both front fenders and the door panel on the passenger side. Video from the scene shows the back tires of the trailer bent outward.
Two off-duty Memphis Police Department officers are accused of street drag racing in their Corvettes.
Officers Albert Green, 40, and Raphael Willingham, 37, have been relieved of duty until an investigation is completed into charges they were excessively driving over the speed limit on Winchester Road near Hickory Hill Road. A Tennessee Highway Patrol trooper says he saw the two silver Corvettes speeding and that when the two suspects saw him, they hit their brakes. During a traffic stop, the trooper asked Green why he was drag racing, and he answered that he was not.
Now, the two officers have been suspended until the investigation is completed, and the MPD has issued this statement: “These actions do not reflect the professional standards or expectations of the men and women of the Memphis Police Department.” Green and Willingham were taken into custody Sunday and charged with drag racing. They are out on a $4,000 bond. Green appeared in court Monday morning, and Willingham was due in court Tuesday at 9 a.m.
Ironically, Memphis Police Chief C.J. Davis who was approved by the city council as chief earlier this year after having been moved to an interim tag in 2024 due to record crime in the city had just expressed her frustration and concern over drag racing and reckless driving on city streets to a group of college students.
