C8 owner and wife just going for a short trip and just getting gas (here in the USA it is E10 or E15 which attracts water) will cost from $2K to 3K plus on brand new C8 From Owner : Never buy high octane at an out-of-the-way gas station as you can be sure they do not sell a lot of it and sits way too long
13 Oct 2021 - Bad Gas? Today, 02:40 PM
Think I got fuel with water mixed in; fuel system shot. Any experience with this for anyone? Will gas station pay?
Wife and I departed the house at approximately 10:30 in the morning in 21 C8 Corvette, intending to drive to the coast for lunch and sailing. Gas tank had about 1/4 tank remaining, so intended to refill gas at shell station in Hartford, AL since this was on the way.
On reaching the intersection of 84 and 123 noted a rollover accident, stopped to assist since we are both physicians, once the scene was attended by EMS and the patient appeared stable we proceeded toward Hartford.
Up to this point, the engine was running smoothly with full acceleration, proper shifting intervals and no stalling; additionally, no abnormalities were noted on the fuel gauge.
Arrived at Scooter Store Shell on 200 W Main St, Hartford AL and purchased approximately 15 gallons of premium 93 octane shell gasoline (top tier supposedly) through self serve pump #2. Pumps credit card reader was inoperative, so I went inside to pay.
After departing Hartford and heading towards Esto FL, we noticed that the engine was running less smoothly than normal and the fuel tank - though should have been full - was exhibiting only a three-quarter tank and the quantity of fuel indicated on the dash was rapidly declining; DCT shifting was hesitant and acceleration RPMs increased in stuttering fashion.
At this point we decided that there was some malfunction occurring with the vehicle and immediately called the Chevrolet dealership and discussed options. Advice was that the best course of action would be to immediately head to our local Chevrolet dealership for a diagnostic.
The vehicle stalled once during the drive back to the dealership and on restart I noted the fuel indicator showing full and then suddenly dropping to empty and then back to full repeatedly. Diagnostic at dealership confirm engine running "lean" but they were unsure of cause.
Left the car at dealership for continued workup and returned home that afternoon.
October 15 2021, Testing performed over the prior 48 hours confirmed fuel contamination, with test sample showing about 1/4 water with some debris.
Collected sample on the afternoon of 15 Oct; remediation would require replacement of fuel pumps and sensors, as well as complete fuel system disassembly and cleaning. Subsequent reinstallation and then running a few gallons of clean 93 octane through the system would also be required before the car can be used again.
Parts and labor will take about 2 to 3 weeks to complete, estimated costs in the $2-3k range according to manager.
Warranty would not cover this and dealer is hosing this guy
Also, on 15 Oct contacted by phone at 14:29 Scooter Store to inform them of the test results and asked to speak with owner. The female manager claimed the owner not available until the next day at 0700 and that it was impossible for the contaminated fuel to have come from their pumps because they are inspected.
Also, I should bring this up with "Shell, since it is their gas."
I wanted to give them a chance to make good on their faulty and dangerous product and also take that source offline to prevent any further vehicles being damaged there. Her insistence that it was not from their pump encouraged me to contact the Weights & Measures Office of Alabama to request testing be performed at the Hartford Shell facility.
October 16, 2021 Called gas station this morning at 0855 and spoke with a person identified himself as Kevin Patel. He states that no other customers have had a problem and that I should put in claim through my auto insurance.
He did not seem to have any interest in resolving the issue, seeing the fuel sample, or even taking my name or contact details.
Called my USAA insurance next to initiate claim at 0910. ================================== Comments, thoughts?
Guess a lesson learned may be, "don't buy 93 octane in a small village gas station where the credit card reader doesn't work." They don't get enough sales in that flavor and evidence poor upkeep. And I have to give kudos to the state official I contacted, she was awesome taking all the information, emailing the request form to me on the spot and making the day overall a better one. Poor woman was out driving when I called her, asked me to hold while she pulled over and activated her mobile office (laptop) --------------
Update: C8 Owner calls the state, they send a guy to station, and he finds 3 inches of water just in one tank and many other infractions of state law and requires station to fix all and get retested by 10/12/21 or lose their state license
Mass Airflow Sensors are Critical for Obtaining Proper Air/Fuel Ratio, but Understanding This Sensor is Important for Diagnostic Efforts
For an engine to run at its most efficient and supply the catalytic converter with the proper gasses, it can convert to non-harmful emissions, the engine’s air-fuel ratio must run as close to the proper stoichiometric ratio as possible. This means that for every one pound of fuel that is consumed in a gasoline engine, 14.7 pounds of air are needed for perfect combustion.
For years, the carburetor made this calculation, albeit inefficiently, but it worked. As emission controls and computing technology evolved, better ways of keeping the proper air-fuel ratio were developed. The Powertrain Control Module (PCM) of today’s vehicles needs to know exactly how much air the engine is consuming at any given moment so that it can calculate the amount of fuel to add to achieve the optimum air/fuel ratio. There have been several methods developed to do this, but the two most common methods are speed density and mass airflow.
The speed density system determines the amount of air entering the engine by performing a complex calculation. The PCM will use information from the manifold absolute pressure sensor (MAP), intake air temperature sensor (IAT), coolant temperature sensor (ECT), and engine RPM to calculate the amount of air the engine is consuming. The PCM will then process this sensor information and cross-reference it to a predetermined fuel map stored in the PCM to determine how much fuel the engine requires.
The mass airflow system will use a Mass Air Flow sensor (MAF) installed between the air filter housing and the throttle plate to precisely measure the amount of air entering the engine. This direct measurement of the air entering the engine makes the mass airflow system more accurate than the calculated airflow of the speed density system, and that is why the MAF has been adapted and used by almost all manufacturers today. MAF how it works
There are two common MAF sensor designs: hot wire or sensing film. They function similarly but differ by the type of sensing device that is placed into the engine’s incoming airstream.
Each MAF sensor will ordinarily have 5 wires connecting it to the vehicle’s wiring harness. There will be an ignition circuit (12V), a low reference (sensor ground or chassis ground), a MAF signal circuit, a 5V reference circuit and an IAT (intake air temperature) circuit. Almost all MAF sensors will have an integrated IAT sensor, simplifying engine sensor installation and providing a more accurate air temperature reading to the PCM. There is an 8 wire multifunction Intake Air Sensor used on many GM products now, but more on that in a bit.
The hot wire design uses 2 sensing wires generally made of platinum: 1 hot and 1 cold. The MAF sensor circuitry will apply current to the hot wire, heating it up so that it is typically 392°F (200°C) hotter than the cold wire. The MAF sensor’s objective is to maintain this temperature difference.
The hot and cold wires of the MAF sensor are exposed to a portion of the air flowing into the engine. As this air passes over the hot wire it causes it to cool. The more air flowing over it, the more it cools, and the more current is required to maintain the temperature differential.
Hotwire MAF sensors are susceptible to contamination, and they are physically delicate. Some of the newer hot wire sensors encase the hot wire in glass to protect it from deposits and use unique housing designs to lessen the sensor wire’s exposure to debris from the incoming air stream.
MAF sensors that use a film, hot-film, or thick film (they use different names but are essentially the same) sensing component will function the same way, but instead of using two wires, the hot-film sensor will use a centrally heated film or metallic grid-type element. One side of the film will be exposed to the incoming air while the backside of the film is shielded and maintains a lower consistent temperature.
Film sensors usually have a lower temperature differential than hot wire. The current differential between the two sides is measured and then that information is sent to the PCM, so it knows the mass of the incoming air. Film type MAF sensors tend to be more robust and are less susceptible to the contamination of the hot wire type.
The MAF sensor will send the PCM information about the amount of current that is being used to maintain the temperature differential between the hot and cold wires. The signal from the MAF sensor to the PCM can be voltage or Hz but it’s this signal that the PCM will use to calculate the amount of incoming air into the engine.
Both of the MAF sensor designs work using the same principle. They are measuring the cooling effect of the incoming air flowing into the engine by monitoring electrical current changes. The MAF output signal sent to the PCM will be proportional to the sensed airflow according to this chart: The signal sent from the MAF to the PCM will be manufacturer-specific, but the function and results are the same whether the signal is Hz or volt. What can go wrong with the MAF system
The PCM is depending on the MAF to report all the air that is going into the engine so it can deliver the proper amount of fuel. Any air that is entering the engine after the MAF or unmeasured air or false air will cause a low MAF signal and normally result in a (lean) under-fueling condition. Cracked intake ducting, disconnected PCV breather hoses, intake/vacuum leaks and other conditions can cause this situation. The results are often low-speed stalling, SES light or rough idle.
MAF sensor contamination is also a major issue. Any debris that gets past the air filter and comes in contact with the wire or film sensing element can get baked on, effectively insulating the sensor. Over-oiled permanent (reusable) air filters, poor quality air filter elements, loose hard plastic inlet pipes, MAF sensor design and engine oil from the PCV are common causes of MAF contamination.
The opposite effect can happen if something becomes lodged or stuck onto the sensing wire or film. If an insect or dandelion seed for example, gets wedged against the sensing wire or film, it can absorb part of the heat and the MAF will then overestimate the incoming airflow, causing a rich mixture, creating an over-fueling condition and possibly setting rich fuel trim codes (P0172/P0174).
Because the MAF was designed to sample only a small part of the actual intake airflow, the system can only assume that it is installed in a factory-built, factory-calibrated environment. This means that any changes to the airbox, ducting, MAF housing or location, MAF screen, etc. may cause undesirable effects because of turbulent airflow that the MAF wasn’t designed to see. The results could be undesirable engine performance, SES light and fuel trim conditions.
MAF sensors do not have the ability to detect a torn intake duct, a worn camshaft, skipped timing chain or timing belt, an EVAP fault or plugged exhaust that may be affecting the base engine’s ability to take in the required amount of air for proper engine operation.
These scenarios can result in the MAF sending the PCM an erroneous signal to the PCM, when in fact there may be nothing wrong with the MAF at all. It is important to remember the base engine must be working as designed before a MAF sensor is blamed as the root cause of the issue. Common issues, pattern failures and diagnostic tips
A partially restricted exhaust can set MAF code P0101 (Mass Airflow Circuit Operating Range) without setting any fuel trim codes. The reason for this is the MAF output is low because the airflow is low due to the restricted exhaust, so the fuel trims will be normal. The engine will have poor power, the PCM will see lower airflow for a given throttle position and blame the MAF for the problem.
MAF codes and fuel trim codes that are set together are usually an indication of a bad or contaminated MAF. MAF codes and O2 codes set together usually point to a bad O2 sensor. A MAF can be cleaned, gently, but remember to allow the sensor to cool first and use the appropriate electronics cleaner. Cleaning a MAF won’t fix a glitch or intermittent dropping out MAF signal condition.
Early 2000’s Toyotas used a hot wire MAF that was prone to contamination. This would start off as a fuel trim issue and manifest from there. Because of the contamination coating and insulating the hot wire sensor, the MAF would under-report the amount of fuel needed, creating a lean condition. The fuel trims would try to compensate, but once they hit +35% on LT and ST, the check engine light would come on and the P0171 lean code would appear.
Not very often would a MAF code be set. The first step in diagnosing was to remove the MAF and look at the sensor wires. They can often look like a fuzzy caterpillar with so much debris stuck on them. A gentle cleaning would remove most of the debris and restore the performance, but a replacement MAF was the best answer after verifying the concern. Cheaper replacement air filters are often the cause of such contamination from loose filter fibers attaching to the hot wire sensing element.
Late-model Nissan Altima’s are prone to setting a P0101 MAF code often with no driveability concerns. Nissan has issued a TSB asking the tech to inspect the PCV and update the PCM. This worked some of the time, but the MAF sensor or a corroded MAF sensor connector was often the actual issue.
Replacing the MAF with a factory one, combined with the PCM and PCV update was often the only way to solve and repair the P0101 code. There is a specific idle air volume relearn procedure that must be carefully followed as well, but the most important part of the repair was to use a factory Nissan MAF sensor. In 2013, GM started to use an 8 wire MAF.
They even changed the name of the sensor to the “Multifunction Intake Air Sensor.” This sensor still works and functions as a normal hot wire MAF but now there are extra sensors integrated into the unit. The multifunction intake air sensor now has a barometer sensor, a humidity sensor and an extra IAT sensor (IAT2).
This sensor allows the PCM to compensate for humid weather conditions that could lead to a rich air-fuel ratio (water vapor displaces O2 molecules) and the barometer to adjust for higher altitudes, less O2 and a rich mixture. The sensor output for IAT2 and the humidity sensor share a common wire and the signal is sent as a frequency for IAT2 and a duty cycle for the humidity.
The MAF was developed to be a fast and efficient device that will accurately measure the amount of air going into the engine so the PCM and other sensors can keep the air-fuel ratio as close to perfect as possible. The advances in electronics and computing power have allowed this to happen. Today’s MAF sensors are robust, resist contamination and aren’t prone to failure like their predecessors.
Explaining Corvette’s move to one transmission for all buyers, global chief engineer Tadge Juechter notes, “Our customers began requesting a dual-clutch automatic transmission [DCT] several years ago. Following the introduction of the C7 Corvette in 2014, our take-rate for sticks [manual gearboxes] fell from 50 percent to less than 20 percent this year.” Searching the globe read Europe for a suitable DCT, Juechter’s team found none with sufficient torque capacity to survive behind the lively LT2 6.2-L V8 planned for the all-new 2020 mid-engine edition of GM’s reimagined sports car.
To solve that dilemma, discussions began with Tremec, the Mexico City-based manufacturer which has supplied GM, Ford and FCA with manual transmissions for two decades. While Tremec had the expertise to make the mechanical components packed inside a dual-clutch box, the automated half of the equation mechatronic actuators to engage the clutches and shift the gears was beyond their ken. Tremec filled that need in 2012 by purchasing Hoerbiger Drivetrain Mechatronics, a Belgium-based supplier of electronic dual-clutch actuators with a customer list including AMG-Mercedes, Ferrari and McLaren. Invented by Citroen in the 1930s and patented by Imre Szodfridt in 1969, DCTs consist of a mix of manual and automatic transmission components and attributes. Celebrating the DCT’s claim to fame, Corvette chief engineer Ed Piatek notes, “They change gears quicker than any human can shift a manual transmission.” Like conventional automatics, DCTs upshift without interrupting the flow of torque to the drive wheels. Like manual transmissions, they employ clutches and helical gears versus a torque converter whirling planetary gears. Porsche especially has enjoyed great success with what it calls PDK (Porsche DoppelKupplungsgetriebe), the most popular transmission type across its lineup. Understandably, GM and Tremec engineers used PDK as their key performance target.
Tremec owner Grupo Kuo announced its investment in DCT technology in 2016. The new TR-9080 family is aimed at high performance rear-drive applications. The first mLSD and eLSD (mechanical and electronic limited-slip) versions are capable of handling 590 lb-ft (800 Nm) input torque at up to 7,500 rpm. Higher performance and efficiency versions are in development.
A look inside the Corvette’s TR 9080 reveals the densest package of shafts, gears, actuators and electro-hydraulic servos to be found in any modern automobile. Five aluminum castings support the two clutches, six shafts, five synchronizers, two dozen gears, five shift rods and multitude of bearings needed to provide eight forward speeds, reverse, and lockup for parking.
Add to that three electrohydraulic control bodies, an assortment of speed and position sensors, and a master electronic controller managing every aspect of the TR 9080’s operation. The 8.8:1 overall ratio spread yields impressive launch acceleration, quiet and efficient cruising, and a gear for every in-between occasion. The mLSD variant is standard in the base Corvette and the eLSD optional (with the Z51 Performance Driving package).
Connecting the LT2 engine’s crankshaft to the TR 9080’s clutch basket is the responsibility of a flywheel carrying the starter ring gear and a centrifugal pendulum damper that’s needed to quell torsional vibrations erupting during the engine’s migration between V4 and V8 firing modes (a fuel efficiency improver). Tremec purchases this assembly from a Tier-2 supplier.
Next in line are the two normally open wet clutches, positioned concentrically to save space. Hydraulic pistons rotating with the clutches force them into engagement when commanded to do so by the transaxle’s electronic control module. The outer clutch’s five driven plates spin the main shaft carrying odd-numbered gears located at the rear of the transaxle. The inner clutch’s six driven plates (more because they’re smaller in diameter) spin the other main shaft, which carries even-numbered ratios located forward in the transaxle. These two main shafts are concentric, with the inner clutch connected to the outer shaft and vice versa.
As in manual transmissions, all main shaft gears are permanently meshed with mating gears spinning on the counter shaft. No torque is delivered until two of the five triple-cone synchronizers are moved by a computer-controlled actuator to connect the selected gears to the main (input) and counter (output) shafts. Torque exits the counter shaft via helical gears that spin the adjoining pinion shaft, which is in mesh with a spiral-bevel ring gear.
To facilitate mounting the Corvette’s engine one inch (25 mm) lower than the C7 edition, the TR 9080’s architecture has the input shafts located at the bottom of the transaxle, below the final drive and counter shafts. Base Corvettes are equipped with a multi-plate limited-slip differential with a 4.89:1 final-drive ratio. Customers opting for the Z51 option receive an electronically modulated limited-slip diff with a 5.17:1 ratio. Transmission gear ratios (see table) are common.
During an up shift, the next ratio begins engaging before the gear in use is fully released. That process lasts 100 milliseconds, during which there is no interruption in torque delivery. To assure expeditious response, hydraulic circuits are as short as possible and the solenoids are engineered for fast action.
Because the torque has to go somewhere (unless neutral is selected), no gear is skipped when the car accelerates from rest or slows for a turn or stop. The exception is when the driver floors the throttle to command maximum forward thrust. In this instance, the TR 9080 will skip ratios, as long as both even and odd gears participate in the downshift as in 7th to 4th, 6th to 3rd, or 5th to 2nd.
Tremec assembles the TR 9080 at a $50-million, 125,000 ft2 Wixom, Michigan, facility opened in 2017, using global-sourced components. One of the major challenges engineers faced was developing a single fluid to serve all the TR 9080’s lubrication, cooling, clutch conditioning, and hydraulic servo actuator needs.
The magic elixir is a Pentosin FFL-4 synthetic fluid supplied by Fuchs Lubricants. An 11-liter supply is carried in a bottom pan, pressurized by a gear-driven pump, and cooled by a stacked-plate heat exchanger (circulating engine coolant) mounted atop the transaxle. The fluid change interval is 22,500 miles (36,210 km) with a recommended filter replacement every 7,500 miles (12,070 km).
Aside from the remarkable acceleration available with eight gear ratios and the lack of thrust interruption during shifts, the new TR 9080 is programmed to interpret the driver’s intentions and respond with impressive performance. Shift paddles attached to the Corvette’s steering wheel provide the driver instant authority. A Driver Mode knob on the center console selects Tour, Sport, Track and Weather calibrations tailored to prevailing road conditions. Two additional modes allow drivers to customize engine, transmission, suspension and instrument display functions to their liking.
This smart transmission will downshift early during aggressive braking before a corner, delay an upshift during hard lateral acceleration exiting a bend, and hold a gear during a throttle lift to avoid unnecessary shifts. To achieve the car’s 2.9-3.0-second 0-to-60-mph performance claimed by Chevrolet, the TR 9080 provides a ‘burn-out’ mode to warm the rear tires, and launch control to optimize engine rpm during the race through the lower gears . The engine is held at 3,500 rpm before the first-gear clutch engages. Pulling both shift paddles simultaneously releases both clutches. In Drive, pulling one paddle will switch the transmission to Manual shift mode.
To compensate for eliminating a traditional stick-shift transmission from the options sheet, Corvette engineers had to venture far beyond the placid behavior provided by past automatics. Early press reviews have already declared that the TR 9080 DCT is Mission Accomplished.
The tougher critics to satisfy, and the ones who matter most, are Corvette buyers
Designed for high-performance sports cars and super cars, the new 8-speed TR-9080 DCT is the first transaxle application from TREMEC that combines the transmission, differential and axle drive in one compact package.
Performance With an automated dual clutch transmission (DCT), engine output is coupled to either of two transmission input shafts. Each clutch functions as both a
launch clutch and dynamic shifting clutch, enabling clutch-to-clutch shifts without torque interruption, giving the driver continuous transmission of torque and power to the wheel. The bespoke TR-9080 DCT provides lightning-fast shifts in less than 100 milliseconds from best-in-class controls software, solenoids and hydraulics.
The DCT is controlled with a high-performance, 32-bit transmission control unit. All systems including hardware such as low-leak solenoid valves and electro-hydraulic actuation systems to control systems and software were internally developed by TREMEC for maximum performance. To create the optimal performance during launch and shifting, TREMEC developed advanced algorithms capable of calculating torque targets in real
time. Fast and repeatable torque control is achieved through model-based control strategies, using detailed knowledge and characterization of all transmission subsystems and components
The in-house designed concentric wet dual clutch offers high torque and thermal capacity in a compact package. This innovative wet clutch has TREMEC-proprietary optimized friction materials with the ability to cool the clutches only when needed, boosting efficiency. TREMEC’s vertically integrated manufacturing allows customized gear design and development for tight tolerances and famously robust durability. Power-honed synchro/speed gears give a quiet ride without sacrificing performance.
The TREMEC-designed limited slip differentials feature spiral bevel designs that allow the entire transaxle to use a single fluid, allowing mass savings from a single oil cooler, pump, oil sump and filtration system. The force-cooled electro-hydraulically controlled limited slip differential (eLSD) is integrated with the transmission control system to allow fast responsiveness and fine control of the locking ratio and provides the ability to withstand sustained high-performance driving.
Features at a Glance:
• Continuous torque over a wide ratio range allowing high performance driving and efficient highway driving • Concentric wet dual clutch arrangement • Over-torque shifting with torque boost for performance launch • Offered with mechanical limited slip differential (mLSD) or electronic
limited slip differentials (eLSD) • ISO 26262 and ASIL-D safety standards complia
Firefighters attempting to put out a fire that occurred on a Jack Cooper auto transport carrying a load of brand-new Corvettes to dealers.
The fire was said to have occurred in the early morning hours, less than thirty minutes north of Nashville, Tennessee. As the Bowling Green Assembly Plant is just an hour north of Nashville, it looks like the transport didn’t make it far before the flames started.
The originator of the photos says he stuck around until molten brand new C8 Stingrays started flying around & some mini explosions that sent debris flying through the air. As each Jack Cooper transport can carry up to 12 new Corvettes at a time, have to believe this loss for GM is estimated to be around million dollars if all 12 Corvettes were lost in the fire.
CORVETTE RACING AT VIR: A GT-Only Challenge • Corvette program seeking fourth win – and third overall at VIR • Milner, Tandy coming off back-to-back GTLM victories in California • Garcia, Taylor hope to repeat 2020 overall win • All four Corvette Racing drivers with multiple VIR victories
Following back-to-back victories in California, Corvette Racing has headed back eastward for the next-to-last event on its schedule – the Michelin GT Challenge at Virginia International Raceway. The race only for GT entries in the IMSA WeatherTech SportsCar Championship is one at which Corvette Racing has been immensely successful. The program has three overall victories plus an additional class win since it began visiting VIR in 2012. Corvette Racing will go for another VIR win live on NBC at noon ET on Saturday.
Tommy Milner, a Virginia native, and Nick Tandy arrive at Virginia on the heels of consecutive GT Le Mans (GTLM) wins in the No. 4 Mobil 1/SiriusXM Chevrolet Corvette C8.R at WeatherTech Raceway Laguna Seca and the Long Beach street circuit.
Corvette Racing, the No. 3 C8.R in particular. Antonio Garcia and Jordan Tayler must only start the race on Saturday (and the Motul Petit Le Mans in November) to claim GTLM driver and team laurels. Similarly, Chevrolet has a virtual lock on the manufacturer title. And the fact that Garcia and Taylor are defending VIR race winners only solidifies their role as favorites.
Which is not to say stablemates Nick Tandy and Tommy Milner will not do everything in their power to put the No. 4 ‘Vette in victory lane this weekend as they’ve done in each of the past two races; or that Cooper MacNeil and Kevin Estre won’t be gunning for the third win of the campaign in the No. 79 WeatherTech Racing Porsche 911 RSR-19.
The late-season run by the No. 4 Corvette duo has given Milner and Tandy significant momentum heading into the final two races of the year – VIR and the 10-hour Petit Le Mans in November at Michelin Raceway Road Atlanta. As has been the case throughout the year, their strongest competition may come from inside their own team.
Antonio Garcia and Jordan Taylor, teammates in the No. 3 Mobil 1/SiriusXM Corvette C8.R, are defending winners at VIR after having won last year in the C8.R’s maiden VIR race. It was one of five victories on the year for the No. 3 Corvette, and the pairing again lead this year’s GTLM Drivers Championship on the strength of four wins and seven consecutive pole positions.
All four Corvette drivers have tasted success at VIR. Garcia’s three VIR wins all with Corvette Racing ranks him second among all IMSA drivers entered for Saturday’s race.
Leads all active IMSA drivers with three VIR wins. Milner, Taylor and Tandy each have two victories to their credit. In addition, Chevrolet leads all manufacturers with eight IMSA VIR wins with four coming from Corvette Racing.
The Michelin GT Challenge at VIR is scheduled for noon ET on Saturday with live coverage on NBC, NBC Sports Gold and Trackpass. Live IMSA Radio coverage will air on XM 202, SiriusXM Online 992 and IMSA.com, which also will host live timing and scoring.
ANTONIO GARCIA, NO. 3 MOBIL 1/SiriusXM CHEVROLET CORVETTE C8.R:
“It’s easy to say that a track where you have a lot of success is a favorite. But even without any wins, VIR would still be one of my favorites. It is that kind of classic American track where you can either be rewarded for risk or punished for a mistake. The layout of the track and the elevation of the land makes it memorable. I’ve had many good races and wins there with Corvette Racing including last year with Jordan. It was a big race to set us up for the championship. We can do the same this weekend with another win for the C8.R. It will be a tough fight against our competition – including our teammates, so let’s see how the race goes.”
JORDAN TAYLOR, NO. 3 MOBIL 1/SiriusXM CHEVROLET CORVETTE C8.R:
“I love going back to VIR. We won the race there last year, of course. It’s obviously a much different feel and style of race than what we had at Long Beach and even Laguna Seca. There are a lot of different corners with different speeds for each high and low speed. How the track rises and falls away across the layout is a big challenge for us as drivers and engineers. Plus, it will be GT-only. So this will be a flat-out and intense race with no prototypes going by. It’s always nice to be racing for an overall win, so I can’t wait to get there.”
TOMMY MILNER, NO. 4 MOBIL 1/SiriusXM CHEVROLET CORVETTE C8.R:
“I’m really excited to get another IMSA race since we are two for our last two. Nick and I are heading into VIR with some momentum, but we’ll have to work as hard as ever to continue that trend. VIR is an awesome, awesome racetrack one that is a lot different from what we are coming off of at Long Beach and even Laguna Seca. There is a ton of grip at VIR so it will be a fun challenge. This C8.R was a lot of fun to drive there last year. It’s improved from last year, so I’m looking forward to seeing how good it is around VIR this time around.”
NICK TANDY, NO. 4 MOBIL 1/SiriusXM CHEVROLET CORVETTE C8.R:
“I love VIR absolutely love it. I have since the first time I went there. It reminds me of racing at a lot of tracks where I grew up in the UK. There is greenery everywhere. It feels different and is one of my favorite tracks on the calendar. Past that, the track layout is awesome.
It has everything super-fast with long straights, elevation changes, slow technical sections and super-high speed technical sections. It definitely is one of my favorite places to race on the IMSA calendar. Having seen how good our rival car was there last year, I know it’s a circuit that will suit them.
From the Corvette side, we’ll have to be on the top of our game. But I think I know how to get a car to go well around there so I’m really looking forward to this one.”
Driver Standings 1. Antonio Garcia/Jordan Taylor – 2,917 2. Tommy Milner/Nick Tandy – 2,757 3. Cooper MacNeil – 2,644 4. Matt Campbell – 1,702 5. Mathieu Jaminet – 1,324 Team Standings 1. No. 3 Corvette Racing – 2,917 2. No. 4 Corvette Racing – 2,757 3. No. 79 WeatherTech Racing – 2,644 4. No. 24 BMW Team RLL – 1,001 5. No. 25 BMW Team RLL – 966 Manufacturer Standings 1. Chevrolet – 3,000 2. Porsche – 2,812 3. BMW – 1,052 4. Ferrari – 330
CORVETTE RACING AT VIR: By the Numbers
• 1: As in one team, one manufacturer and one model of car for 23 years: Corvette Racing, Chevrolet and the Chevrolet Corvette. • 3: Overall VIR race wins for Corvette Racing – 2016, 2017 and 2020. Antonio Garcia has been part of all three. • 3: Generations of Corvette Racing entries at VIR since 2012 – Corvette C6.R (2012-2013) and Corvette C7.R (2014-2019) and the mid-engine Corvette C8.R, which won its debut makes its VIR debut this weekend. • 4: Class wins at VIR for Corvette Racing, tied for the most among IMSA entrants. Tommy Milner and Oliver Gavin won in ALMS GT competition in 2012, Antonio Garcia and Jan Magnussen won overall in 2016 and 2017, and Garcia and Jordan Taylor won in 2020. • 8: Number of VIR victories for Chevrolet since 2002 covering both ALMS and the Rolex Series. • 13: Manufacturer Championships for Chevrolet and Corvette Racing since 2001. • 25: Tracks at which Corvette Racing has won races – Baltimore, Charlotte Motor Speedway, COTA, Canadian Tire Motorsport Park/Mosport, Daytona, Detroit, Houston, Laguna Seca, Le Mans, Lime Rock, Long Beach, Miami, Mid-Ohio, Portland, Road America, Road Atlanta, Sebring, Sonoma, St. Petersburg, Texas, Trois Rivieres, Utah, VIR, Washington DC and Watkins Glen. • 31: Number of drivers for Corvette Racing since 1999. • 25: Tracks at which Corvette Racing has won races – Baltimore, Charlotte Motor Speedway, COTA, Canadian Tire Motorsport Park/Mosport, Daytona, Detroit, Houston, Laguna Seca, Le Mans, Lime Rock, Long Beach, Miami, Mid-Ohio, Portland, Road America, Road Atlanta, Sebring, Sonoma, St. Petersburg, Texas, Trois Rivieres, Utah, VIR, Washington DC and Watkins Glen. • 27: Number of GT Le Mans wins in the IMSA WeatherTech SportsCar Championship for Corvette Racing since the start of 2014. • 118: Victories worldwide for Corvette Racing – 110 in North America and eight at Le Mans. • 248: Event starts by Corvette Racing since 1999. • 5,339.91: Number of racing miles completed by Corvette Racing in its seven previous trips to Virginia International Raceway. That represents 1,636 laps or more than 21 trips from Tommy Milner’s home near Ashburn, Virginia to the track. • 331,261.64: Total number of racing miles completed by Corvette Racing since its inception. To put that in perspective Apollo 13 – the longest manned spaceflight in history – covered “just” 248,655 miles when it went it orbited the moon. Simply put, the program has raced to the moon… and then some.
C8 owner reports on the issues with his almost 2-year-old C8 Z51 :
Thought I would share my experience with my Z51 car on the track, as it has seen over 50 track days. It’s VIN 2241 delivered March 2020. I do occasionally street drive it, but lately most of its use has been on the track. Currently, has 12k miles.
I do follow all GM track guidelines including replacing the tranny fluid at 25 hours, which costs 1000k each time. Just did, it’s second exchange this year. Oil use on track has been about 1 quart every 400 miles as of late. Due to Covid I didn’t start tracking it until June 2020. My usual tracks are Summit Point and VIR, although it has also seen action at Watkins Glen and Pitt Race.
Modifications include Forgeline wheels 18/19, AP racing brakes in front, and Girodisc rotors in rear with stock calipers. SRF brake fluid. I’ve been using Ferodo pads in front and Raybestos and Carbotech 12 in rear. Cup 2 tires 245/305. Usually get 6 days from front pads. Rear Carbotech pads last 3-4 days but Raybestos lasts 3 times longer.
On the 12th track day, the engine blew at VIR when I went wot. It was a sudden catastrophic event with a hole in the engine block and parts all over. I have a sheared wrist pin. Never found the cause, or at least they never told me. I don’t believe this engine was subject to the spring issue. Engine was replaced under warranty in 2 weeks.
Earlier this year, I got a check engine light at Watkins. The email I got said it was an emissions issue, but the car seemed OK. The dealer confirmed a bad right catalytic converter and after a short delay for parts was replaced under warranty. While waiting for the part, I did track the car at 2 events with the dealer's blessing. Had major intermittent power issues, probably due to plugging uf the cat. I can say that It is truly horrible to have Corvette power for a few laps and then Poof you're a Miata.
This August, the car overheated at the track. Oil temp was 271, and I got a tranny overheat issue when I briefly pitted. The temp that day was 102. I had the dealer check out the cooling system. The only issue they found was tire rubber in the radiators, which they thought might have been a contributing factor.
At my most recent track event I was black flagged for smoke from the exhaust and white material was coming out the pipes. There were no lights and the car seemed OK. The dealer could not determine the cause, and GM tech was no help.
The origin of the material could not be determined. Picked the car up and next day the check engine light came on. Codes showed cat issues and muffler valve issue. They said both cats are bad, and it needs a new muffler. They believe the cats are throwing debris which affected the muffler. They say this shouldn’t happen, but it did.
Despite these issues I love the car. It’s easy to drive fast and very confidence inspiring. I also have a 2018 Boxster GTS, but the C8 is a more capable track car. Bottom line is that the car is track capable and performs well. I don’t understand the recent exhaust issues, but everything has been covered under warranty and my dealership has been great to work with.
I suspect the C8 owner was getting lots of wrong input from the dealer. Also bet when the LT2 blew to pieces that lots of crap got blown into the exhaust and even GM says on such failures to replace exhaust parts as need be and that was the further cause of problems after the engine was replaced.
Bob just did this video with some viewpoints as what he sees with his 2020 C8
Thanks to Bob, for mentioning us as for GM Performance Tuning :
This is a C8 Corvette collection of such things as: What does F.O.B. mean, can I open the windows with the FOB, is there a hidden dash cam in the car? Can we tune the C8?, Lousy wheel weights, and More.
My friend JR formerly worked for GM, and he's been tuning Corvettes for a long time. He can tune most GM vehicles that have a gas engine and auto transmissions from 1985 to about 2018 model years, as GM started locking the PCM about when the 2019 C7 ZR1 came out That includes tuning the older mid 1980s to mid 1990s that use an E-prom, so he can tune C4s, Camaros, Pickups, SUVs even a 93 Caddy.
Any custom tune he could do would be burned into an E-prom and plugs into the ECM Around 1994, C4 base models started using flash memory in a PCM, so that is when GM stopped using an E-prom, and tunes can be done via emails
He started doing custom tunes back in 1995 as needed to tune his 1994 ZR-1 for Open Road Racing
Check him out at his webpage below:
JR - Team ZR-1 Corvette Racers LLC We Built This Since 1995
This bulletin applies to all 2008-2019 GM passenger cars and light trucks equipped with direct fuel injection systems.
Some customers may comment about black smoke, rough idle and minimal misfires on a cold start, and the MIL may not be illuminated.
With the introduction of direct fuel injection, GM has revised the cold start control system to reduce cold-start emissions. Quicker catalytic converter heating helps meet the ever-changing emissions requirements and improve fuel economy.
According to GM, a dual-pulse injection strategy is utilized during engine cold start to reduce the time required to bring the catalytic converter up to operating temperature. This dual-pulse injection strategy lasts for about 60 seconds on cold start.
This process will cause the customer to see increased black smoke, soot, rough idle or minimal misfires during cold start and “should be considered normal.” GM must think all customers are stupid
This GM released Z06 pre-production image comes less than 30 days before the car's official scheduled debut on October 26th.
The C8 Z06 in the photo appears to have a more conservative rear spoiler than the cars seen at the Nurburgring earlier this Summer, but the Z06 is still far more aggressive than its more common mid-engined cheaper models, though it does not look like they flared out the fenders much for wider wheels.
A new contrasting bodywork strike through the side vent creates a previously unseen dramatic indication that this car is a Corvette Z06, a new design feature for the C8 line. The car also features a unique front splitter, although like the rear spoiler, the one shown on this car pales in comparison to what was seen on the testing cars seemingly equipped with the Z07 aerodynamic option.
The C8 Z06 is set to debut on October 26th. Nurburgring testing results have not been shared, but previous test cars were spotted being benchmarked against the likes of Ferrari's 458 and Porsche's 911 GT2 RS. This is a serious Corvette performance car.
Earlier reports indicate that it will feature a 5.5-liter V-8 based on the engine currently used in the C8.R racing car. That motor has a flat-plane crankshaft and dual overhead camshafts, so expect it to be a naturally-aspirated, no type of boost, and track-focused Corvette that produces one of the unique sounds on the road.
Corvette C8.Rs & Porsche 911 RSR-19 Will Race on the Street Course for the First Time on Saturday
Porsche returns to the Acura Grand Prix of Long Beach this week as the defending GT Le Mans (GTLM) winner but will be challenged by the two-headed monster known as Corvette Racing.
Porsche captured class honors in the 2019 IMSA WeatherTech SportsCar Championship race on the famous street circuit. The 2020 Long Beach race was canceled and this year’s event postponed from its original April date by the pandemic. Much has changed since cars last competed there.
Corvette Racing is running a completely redesigned car, the Corvette C8.R featuring a mid-engine design. Porsche no longer has a factory team, placing its trust in the WeatherTech Racing team operated by Proton Competition to field the No. 79 Porsche 911 RSR-19 that will also be making its Long Beach debut.
“We are now running the RSR-19 which debuted in 2020, so it’s a completely different car,” said Cooper MacNeil, who will drive with Mathieu Jaminet. Corvette will counter with the No. 3 entry wheeled by Jordan Taylor & Antonio Garcia, and the No. 4 with Tommy Milner & Nick Tandy. Milner has three previous Long Beach wins, two coming with Corvette in GTLM (2017, ’18). Garcia won with Corvette in 2014 and Tandy with Porsche in 2016. Taylor has three prototype victories, while MacNeil took GT Daytona (GTD) honors in 2017 driving a Mercedes.
Jaminet is the lone Long Beach newcomer. “I am really looking forward to Long Beach,” Jaminet said. “It will be my first time racing there. I have been watching the IndyCar and IMSA races for a couple of years and have always wanted to compete there.”
Milner and Tandy won in their first street-course outing this season in the Chevrolet Sports Car Classic at Detroit, when the Corvettes were allowed to use ABS (anti-lock braking system) since they were the only GTLM entries in the non-points race. They won’t have that option this time around.
“I don’t think it will be much of a difference,” Taylor said. “We are used to running as-is with the normal GTLM regulations. Detroit was kind of a one-off to gather some data. For us, it will be the same car we’ve been racing these last two seasons.”
Taylor and Garcia have four points-paying victories this season. Tandy and Milner won the most recent race, the Hyundai Monterey Sports Car Championship at WeatherTech Raceway Laguna Seca on Sept. 12. The Corvette drivers know they have an advantage on the single-entry Porsche and leverage it.
“We can follow them with one car and do a different strategy with the other car,” Taylor said. “We will have them covered from both sides, so it definitely opens options for us.”
That doesn’t faze MacNeil, who points to the No. 79 Porsche’s two wins this season, including the Mobil 1 Twelve Hours of Sebring Presented by Advance Auto Parts in March.
“Anytime you race a single-car effort against a two-car effort, you are at a disadvantage, but our WeatherTech/Proton team combined with Porsche minimizes that delta,” MacNeil said. “We have proven twice this year we can beat a two-car factory effort and will be pushing hard next weekend to do the same.”
Drivers from both camps think the Acura Grand Prix of Long Beach is special for a variety of reasons, including its history, proximity to the Pacific Ocean and star power of being located in Southern California.
“It’s a different type of event,” Tandy said. “There is that strong history of race cars at Long Beach. Why is Le Mans so revered and why does it have that mystique?
“Part of that is what has happened in the past there. And Long Beach is just like that. It’s on a beach, on a street track, and the fans are closer to us than probably anywhere else we go.”
Practice and qualifying take place Friday at Long Beach. The 100-minute race airs live at 5 p.m. ET Saturday on NBCSN and IMSA Radio.
Not surprised when it was announced that Chevy's supercharged LT5 would be discontinued after just one year of production. The LT5 is officially discontinued. This was GM's most powerful modern engine, & in the midst of a horsepower war between the Big 3, it just seemed odd to kill off such a capable 755-horsepower/715-lb-ft performer, but we know GM Corp hates gas engines
We guess one-and-done is a good phrase for the LT5, as it was only stuffed into the insane, record-breaking 2019 ZR1 Corvette. The '19 ZR1 fielded the LT5, & Chevy wanted that car so bad that it built it, even though the taller LT5 blower (compared to the LT4) meant it couldn't be sold in Europe. We imagine it was pretty expensive to develop the LT5, and it was installed in fewer than 3,000 vehicles
But while the 2019 ZR1 Corvette was great, but this is about the demise of Chevy's most potent crate engine. With production stopped, most of the existing LT5s are gone from dealership inventories. You can still find them around, so if you have about $19,000 sitting around collecting dust & you want one for your hot rod swap project, then you had better get busy, as the price is only going to go up as the remaining supply dwindles.
Think of the LT5 as the big brother of the LT4, with most of the changes in the blower area. The LT5's supercharger grew from the LT4's 1.7 liters to a newly developed R2650 Twin Vortices 2.65-liter supercharger, which was largely designed by GM's Small-Block Group working with Eaton's engineers.
The LT5's four-lobe compressor rotors are larger in diameter & longer, with a tighter 170-degree helical twist than the LT4's 160-degree-twist rotors. The LT5 produces 14 pounds per square inch of boost, compared to the LT4's 9.4 psi. The passenger-side rotor is driven by the crankshaft pulley through an 11-rib belt (three ribs more than the LT4) with a pulley ratio of 2.4 to 1 at 15,860 rpm compared to the LT4's ratio of 3.1 to 1.
All the changes were good for 105 horsepower and 65 lb-ft more torque compared to the LT4.
Although discontinuing the LT5 after such a low volume of production doesn't make a lot of financial sense, GM would not be stuffing it into the C8 mid-engine Corvette since GM seems to be moving in the direction of turbos & technologies such as flat-plane-crank engines for the Corvette short term and then weed out gas engines for hybrid and then all electric
This would mean the C8's naturally aspirated LT2 will be the only push rod mill powering a Corvette, with future Corvettes getting power from new engine designs, not the LT5. The death of the LT5 makes the 650-horsepower LT4 the big stick in GM's arsenal, and with that, the ZL1 Camaro is GM's sole offering, for now, making more than 600 horsepower.
We were really hoping for an LT5-powered Z/28 sixth-gen Camaro, but with Camaro production ceasing in a few years, we guess Chevrolet just didn't want to put in the effort needed to stuff the LT5 into the Camaro, which is BS.
Word now that GM is also screwing over the history of the Camaro as now slated to be only a 4-door sedan and electric means kiss off also the LT4 engines
Antonio Garcia has revealed that Corvette Racing’s Chevrolet Corvette C8.R’s were equipped with GT3-style anti-lock brake systems in the Detroit Grand Prix weekend, in preparation for the manufacturer’s expected GTD Pro effort with the car next year and eventual build of a brand-new GT3 model that’s earmarked for 2024. The pair of GTE-spec Corvettes took part in the IMSA WeatherTech SportsCar Championship street race as an invitational, non-points scoring class following the postponement of the 24 Hours of Le Mans to August.
It had not been publicly known until now that the cars had been running outside the ACO’s GTE technical regulations for that race, which Garcia said has helped the Pratt & Miller-run team prepare for 2022 when the cars are expected to run in an adapted form closer to FIA GT3 regulations, which mandate ABS.
“For sure we’ve been trying different systems and everything,” Garcia sad. “Knowing that next year is just an evolution of the car we actually have and just having a few things to put together with the current car we have. “We’ve been developing and testing different things. [We’re] just trying to learn the car and how it’s going to feel like.
“We could run the ABS at the Detroit Grand Prix because it was a one-off. We were just racing one-another, so it was a good thing that we could run it there and have a first experience on that.”
GM sports car racing program manager Klauser confirmed such details to Sportscar365, explaining that the ABS system was run in Detroit to “test how it would perform” should Corvette opt for GTD Pro and the eventual GT3 build that would come with that commitment.
She said they had IMSA’s blessing to run the system, which had been tested on Chevrolet’s sim and offered a chance for some “real-world correlation.” The ABS system is understood to be one of a handful of additions or changes IMSA has requested for the current GTE-spec cars to compete in the new-for-2022 GTD Pro class alongside GT3 machinery.
GM has yet to officially confirm its GTD Pro plans or that an all-new GT3-spec Corvette is already under development. According to IMSA, to compete in the new 2022 GTD Pro class alongside GT3 cars, current GTE-spec cars will have to use the ABS system and make a few other additions or changes.
As they try to get ready for a possible GTD Pro season in ’22, Corvette Racing used the ABS-modified GTE-spec C8.Rs in an invitational, non-points scoring class at the IMSA WeatherTech SportsCar Championship Belle Street race that shares the Detroit Grand Prix weekend.
After a strong showing at the 24 Hours of Le Mans, Corvette Racing is back in the U.S. and returns to its quest of a second straight GT Le Mans (GTLM) title as the IMSA WeatherTech SportsCar Championship starts its West Coast swing this weekend.
Picturesque WeatherTech Raceway Laguna Seca in Monterey, Calif., is the site of the Hyundai Monterey Sports Car Championship and the second race at the circuit for the mid-engine Chevrolet Corvette C8.R. Sunday’s race is the seventh of 10 points-paying events for Corvette Racing, which is coming off second- and sixth-place finishes in the GTE Pro class at Le Mans.
Laguna Seca has been a fixture on Corvette Racing’s calendar since the program’s first year of competition. It’s one of two tracks at which the team will have competed in each of its 23 years to date. The other is Sebring, and Michelin Raceway Road Atlanta will be the third, with the season-ending Petit Le Mans.
The Corvette C8.R raced at Laguna Seca during its 2020 debut season, with Antonio Garcia and Jordan Taylor finishing second. The result was enough to clinch the GTLM Drivers championship and the Team title for the No. 3 Mobil 1/SiriusXM Corvette C8.R. Chevrolet went on to claim the Manufacturer's title.
Garcia and Taylor return to Monterey again leading the GTLM points standings on the back of four wins, including the season-opening Rolex 24 At Daytona.
No. 3 Corvette C8.R teammates Antonio Garcia and Jordan Taylor will participate in a Zoom Q&A for media at 12:30 p.m. ET today (Sept. 7). They also were second at Le Mans in the first race there for the C8.R. Garcia has three wins at Laguna Seca and Taylor two.
Tommy Milner and Nick Tandy, teaming in the No. 4 Mobil 1/SiriusXM Corvette, look to close the gap on their teammates in the GTLM standings. They teamed for a victory at Detroit and the Rolex 24 qualifying race, and added runner-up finishes at Daytona, the Watkins Glen sprint round and Lime Rock Park. Milner, a past Laguna Seca winner, has set the fastest GTLM race lap the last two years in Monterey while Tandy was third in GTLM a year ago.
Corvette Racing will contest the Hyundai Monterey SportsCar Championship on Sept. 10-12 from WeatherTech Laguna Seca in Monterey, Calif. Live television coverage will air at 4 p.m. ET on Sept. 10 with live-streaming coverage on TrackPass and NBC Sports Gold. Live audio coverage from IMSA Radio will be available on IMSA.com, Sirius 219, XM 202 and SiriusXM Online 992.
ANTONIO GARCIA, NO. 3 MOBIL 1/SiriusXM CHEVROLET CORVETTE C8.R:
“As we have seen everywhere we’ve gone, the C8.R has been an upgrade in every single aspect compared to C7. I could feel that also at Laguna Seca last year. I felt like we were more competitive there than over past years. This year will be different again because we have a year’s worth of development. I’m looking forward to getting back there. I like the area, I like the track and everything about the event. Maybe we can give the C8.R its first victory there.”
JORDAN TAYLOR, NO. 3 MOBIL 1/SiriusXM CHEVROLET CORVETTE C8.R:
“Laguna Seca is such a unique track and is always a tricky one to get right. The surface is very slippery, which usually leads to pretty high tire degradation throughout the race. Last year was obviously great. Going there and clinching the championship. This year we have the same goal, going there to execute as well as we can all weekend. We’re in a good spot in the championship, but we’re going there to win the race.”
TOMMY MILNER, NO. 4 MOBIL 1/SiriusXM CHEVROLET CORVETTE C8.R:
“Laguna Seca is definitely one of the most challenging tracks we go to. It’s not just about its layout, but also the track surface and weather conditions. It’s a place that seems like all the tire data that we learn all throughout the year doesn’t apply for whatever reason. Furthermore, it’s a tricky one for sure for that reason with very low grip and traffic. I feel like we are always used to high-grip surfaces and then going there, it’s quite a bit different with high degradation. Having been there already once with the C8.R, we’ll have some knowledge and data to go off of.”
NICK TANDY, NO. 4 MOBIL 1/SiriusXM CHEVROLET CORVETTE C8.R:
“I’m very keen for a victory at Laguna Seca. For one, Tommy and I have been so close to winning races. We just need one or two things to go our way on the No. 4 Corvette side. Second, Laguna Seca is one of the few tracks in IMSA where I haven’t won a race. It would be nice to check off both those boxes and end the season strong. It’s never easy at this track and will require a lot of work and study to get us in optimum shape going into the race. If we can keep controlling the things we can at Laguna Seca then I think we will have an excellent weekend.”
2021 WeatherTech SportsCar Championship – GTLM
(After Six of 10 Events) Driver Standings 1. Antonio Garcia/Jordan Taylor – 2,207 2. Tommy Milner/Nick Tandy – 1,993 3. Cooper MacNeil – 1,984 4. Matt Campbell – 1,372 5. Augusto Farfus/Jesse Krohn/John Edwards – 1001 Team Standings 1. No. 3 Corvette Racing – 2,207 2. No. 4 Corvette Racing – 1,993 3. No. 79 WeatherTech Racing – 1,984 4. No. 24 BMW Team RLL – 1,001 5. No. 25 BMW Team RLL – 966 Manufacturer Standings 1. Chevrolet – 2,230 2. Porsche – 2,108 3. BMW – 1,052 4. Ferrari – 330
Chevy could be represented in GT races around the world by customer or factory-supported teams should the manufacturer formally commit to building a GT3 car according to GM’s sports car racing program manager Laura Wontrop Klauser
The American manufacturer, which is expected to enter the GT3 ranks in 2024, has acknowledged the positive effects of offering a customer car, per GT3 regulations, which would broaden Corvette’s reach beyond its current factory involvement in the IMSA WeatherTech SportsCar Championship and 24 Hours of Le Mans.
Iconic GT3 enduros such as the TotalEnergies 24 Hours of Spa, Nürburgring 24 and Liqui-Moly Bathurst 12 Hour could be on the cards should GM officially green-light its GT3 program.
“Once you get into the customer realm, at some point the customer is free to choose where they want to race the car,” Klauser said. “I think from our planning purposes, we’ve been looking at all of those as we explore the idea of GT3. “We’re fully expecting that if there’s eligibility, at some point a car might end up there.
“We’re already spec’ing out whose got what tire and all of that to try and understand what our development plan would look like from that perspective.” Klauser said GM would expect measured growth in a customer support program such as GT3 and would not expect to have a full grid of Corvettes in Year 1. “As with anything, when you get into a new space, you usually want to take it step by step,” she said.
“I don’t think anyone should be expecting that if we go down GT3 the first year, there’s going to be 100 cars running around. “But it would be an opportunity to slowly grow and have some impact. “It would be great to see a Corvette at races we’ve never raced at before because GTE didn’t race there.
“We do a lot of testing and tuning at the Nürburgring with our production car. How cool would it be to go to the 24 Hours of Nürburgring with the race car? That would be great. “These are all things we are thinking about as we’re planning the future.”
When asked if Corvette could continue its factory program in the WeatherTech Championship alongside customer entries, Klauser indicated they don’t wish to race against their customers.
This is understood to be achieved by IMSA’s creation of the GTD Pro class, which could allow Corvette customer teams to race in the Pro-Am-enforced GTD category. “That’s definitely a path we could take,” she said. “The support side is the biggest piece.
“We’re working through and understanding how much and how do you set it up. Of course every customer wants a different level of support too “I feel like for sure if we go down the GT3 path with the customers as that comes with it, the support side is super important to us, and we want to get it right.
“We want to make sure that anyone who is running a Corvette has the opportunity to be successful with it.”
Corvette's notorious bad luck struck Chevy's test team once again at the Nürburgring, after two high-speed crashes during industry testing sessions pushed all three C8 ZO6 test cars out of today's crucial timed test sessions.
A BMW M8 test mule crashed heavily on the fast Kesselchen sector, rolling at least once & leveling a large section of barrier.
Meanwhile, unconnected but only a few hundred yards up the track, a Tesla Model S Plaid also suffered an impact with the barrier in the Klostertal sector. Both drivers are believed to be in good condition, despite the severity of any Nordschleife crash.
The crashes couldn't have come at a worst time for Corvette, which started testing the new 2022 Corvette Z06 prototypes on the 20.8-km Nordschleife only last week. This month there are only 2 weeks of testing time available to manufacturers, and rain is set to close off the last day of testing tomorrow. The accidents at Kesselchen and Klostertal demanded immediate repair to the barriers, plus extensive clean-up operations.
The result :
Of nearly 10 cars lined up for an empty-track hot lap during the 2-hour session, only a McLaren 765LT and a Cadillac CT5-V made a lap, neither of which were even approaching lap-record pace. Maybe that's because track conditions were compromised in the affected section, maybe not. The nature of the secretive test sessions makes an official statement highly unlikely.
While today's official timed session couldn't have supplied the Corvette with a "full" lap record which requires OEMs to spend big bucks to rent the track exclusively, and keep a notary on hand, it might have provided GM with a much-needed Nordschleife win.
There is still a gap in the public schedule on Friday that could offer GM an official lap-time attempt, but with the weather forecast calling for yet more rain, that might be a moot point.
There's another industry test session scheduled for September.
Cadillac became the latest manufacturer to join the next generation of prototype racing in the IMSA WeatherTech SportsCar Championship, announcing Tuesday it is developing a car to compete in the Le Mans Daytona h (LMDh) class that debuts in 2023.
Cadillac joins Acura, Audi, BMW and Porsche on the list of manufacturers developing LMDh entries for competition. Through an agreement announced last month among IMSA, the Automobile Club l’Ouest (ACO) and the Federation Internationale de l’Automobile (FIA), beginning in 2023, LMDh cars will compete alongside Le Mans Hypercar (LMH) entries in the top-tier class of the WeatherTech Championship, replacing the current Daytona Prototype international (DPi) category.
LMDh and LMH cars will also make up the top class of the FIA World Endurance Championship, allowing manufacturers to race in both series should they choose. Cadillac's officials confirmed Tuesday that it will have cars in both the WeatherTech Championship and the FIA WEC.
“We are excited to compete at the top level of international motorsport in the LMDh class beginning in 2023,” said Rory Harvey, Cadillac Global Vice President. “Like motorsport, Cadillac is making the transition into a future driven by alternative propulsion. The hybrid nature of the LMDh rules will help us to bridge our technology transfer to our all-electric future.
“We are excited to carry forward our success and continue to transfer our learnings and technology from the track to our production vehicles. We have had great success with the championship-winning Cadillac DPi-V.R and look forward to building on that record into the future with the next generation Cadillac LMDh.”
Cadillac will partner on development of its LMDh chassis with Dallara, the constructor for the current Cadillac DPi-V.R competing in the WeatherTech Championship. Cadillac swept the driver, team and manufacturer championships in 2017 and ’18, compiled four straight wins in the Rolex 24 At Daytona (2017-2020) and leads the 2021 DPi manufacturer battle on the strength of four race wins thus far.
Chip Ganassi Racing and Action Express Racing, two of Cadillac’s current DPi teams, will continue in that role in the LMDh era. The Cadillac LMDh will make its competition debut at the Rolex 24 in January 2023, with the objective of participating at the 24 Hours of Le Mans.
“The IMSA LMDh category is looking to be very competitive with multiple manufacturers,” said Gary Nelson, Action Express Racing team manager. “We’ve had a lot of success running the Cadillac DPi-V.R as one of the original teams since 2017, and we are looking forward to being a part of the next chapter of Cadillac Racing.”
“We are looking forward to the new international prototype formula and running the Cadillac LMDh,” team owner Chip Ganassi said. “We have had a great relationship across three different racing disciplines with GM, and we are looking forward to developing the car with Cadillac and Dallara over the next year and a half.”
Announced in January 2020 as a shared platform between IMSA and the ACO, LMDh is based on a cost-capped car that will generate more than 670 horsepower (500 kilowatts) from the combined output of an internal combustion engine and a hybrid powertrain.
The standardized LMDh chassis will be built by one of the approved constructors (Dallara, Ligier, Multimatic and ORECA), with competing automobile manufacturers open to developing their own branded engine and stylized bodywork. Bosch, Williams Advanced Engineering and Xtrac will work in concert to provide the spec hybrid powertrain system for all LMDh cars.
IMSA President John Doonan lauded the addition of a fifth manufacturer to the forward-thinking LMDh category.
“Cadillac’s decision to continue its successful IMSA prototype program further validates the LMDh platform,” Doonan said. “The combination of cost-effectiveness, technical relevance and the ability to compete for overall victories in the world’s most important endurance races has clearly resonated with five manufacturers so far, with even more expected in the future.
“Cadillac already owns a tremendous legacy in sports car racing, especially over the past four years in the WeatherTech Championship,” Doonan added. “If the launch of Cadillac’s DPi program in 2017 is any indication, we’d expect that the new Cadillac LMDh prototype will be a top contender right from the first race at Daytona in 2023.”
This was more than a trip for sightseeing, this was a drive from one world-famous track to another with a supercar that is ready to take on anything, anywhere around the world. More information coming 10.26.21 for the All-New 2023 Corvette Z06.
This would give the GM bitches the reason to kill off GM lead Corvette racing :-(
The FIA and ACO have confirmed that a new category “based on the GT3 platform” will replace GTE at the 24 Hours of Le Mans and its associated championships from 2024. FIA Endurance Commission president Richard Mille outlined the shift during the ACO’s annual press conference on Friday, on the eve of this weekend’s 89th Le Mans edition.
The current GTE regulations will continue through to the end of 2023 before being replaced by a version of the FIA’s global GT3 formula, which is used by most major sports car racing series around the world.
Landmark races such as the TotalEnergies 24 Hours of Spa, the Nürburgring 24 and the Liqui-Moly Bathurst 12 Hour also use the globally successful GT3 rule set. It is currently unclear whether the ACO-approved GT3 racing class, or classes, will consist of standard GT3 cars or vehicles with technical modifications.
The move is set to open the door for GT3 manufacturers that do not currently build GTE cars such as Lamborghini, Audi, Mercedes-AMG and Honda to race in the GT ranks of the FIA World Endurance Championship, the European Le Mans Series and Le Mans. GT3s are already permitted in the ACO-run Asian Le Mans Series and Michelin Le Mans Cup.
The WEC’s GTE-Pro class, which now only includes Porsche and Ferrari as full-season entrants after Aston Martin quit after last season, will continue until the end of 2023. It was initially anticipated that GTE-Pro would be phased out after next year, leaving GTE-Am to steer the formula through its final season, however both categories will remain for the full duration of the regulations. “GT was always an important parameter for the ACO and FIA,” said Mille.
“It’s important for us that many amateurs can race. The current situation is that until 2023 we are going to keep the current category: GTE. “But from 2024 on, we will have a new GT category, which will be based on the current GT3 platform. Our goal is to work on this topic during the second half of the year.
“We want all this to be finalized at the FIA World Motor Sport Council by the end of the year.” The decision to replace GTE with a GT3-based category in 2024 comes after the IMSA WeatherTech SportsCar Championship announced in January that its dwindling GTE-based GT Le Mans class will be replaced by GT3 cars starting next year.
The new IMSA all-professional GT category will be known as GT Daytona Pro, as an addition to the current GT Daytona class.
Preventing manufacturers from entering a single GT3 class would be a blow for the likes of Corvette, which currently competes in IMSA’s GTLM class and is working on competing in GTD Pro next season with its C8 platform, as it would prevent it from competing at Le Mans going forward.
When asked specifically what this would mean for Corvette Racing, Fillon said, “They can come to Le Mans with three drivers, amateur drivers.” But neither he nor Mille would confirm that Corvette would be able to enter the category under its factory team name.
“Again, we’re at an early stage we need to keep the spirit,” Mille said, “We know what the platform will be but from this platform, we’ll have to work on the developments.”
CORVETTE RACING AT LE MANS: How to Watch and Listen No. 63 Corvette C8.R streaming on-board, MotorTrend U.S. coverage highlights team’s Le Mans return
LE MANS, France - Corvette Racing’s return to the 24 Hours of Le Mans, this time with the mid-engine Chevrolet Corvette C8.R, is a landmark moment in program history. It also will be made available to viewers and listeners in the United States and around the world on multiple platforms.
MotorTrend Network will full coverage of Le Mans on Saturday and Sunday through its MotorTrend app for viewers inside the U.S. Content from free practice and the Hyperpole session Thursday, plus various on-board cameras, also will stream on the MotorTrend channel.
One of those will be the No. 63 Mobil 1/SiriusXM Corvette C8.R of Antonio Garcia, Jordan Taylor and Nicky Catsburg. For those viewers without MotorTrend, Chevrolet’s YouTube channel will stream the on-board camera for the full race.
Live coverage isn’t limited to video. Mobil 1 Radio Le Mans will broadcast every on-track session for the 24 Hours of Le Mans with many of the voices that Corvette Racing fans will recognize from previous Le Mans events along with IMSA Radio.
MotorTrend’s Le Mans U.S. Video Coverage Schedule (all times ET) Thursday · Free Practice 3: 4:45 a.m. · Hyperpole: 12:45 p.m. · Free Practice 4: 9:45 a.m.
· No. 63 Corvette on-board: 7 a.m. If the car is fixed after crashing today in practice :-) Antonio Garcia had an uncharacteristic off at the Porsche Curves, damaging the rear of the No. 63 Chevrolet Corvette C8.R.
Note : Corvette Racing has completed 98,770.18 racing miles at Le Mans.
The team needs to complete 1,229.82 miles to reach the 100,000-mile mark, which is expected to come this weekend.