South Florida family is pissed but happy to be unharmed after a C8 Corvette hardtop convertible came speeding through their neighborhood on Christmas Eve, hopped a curb, and plowed through their front yard crashing through a wooden fence and into their boat trailer and the concrete wall of their home.
The scene in Palmetto Bay was captured on the family’s Ring camera, which shows the black Corvette barreling off Southwest 174th Street, tearing across the lawn, and smashing through a fence before coming to rest beside the house, then backing out over the damaged fence before onlookers caught him. The impact left debris scattered across the yard and caused significant damage to the property.
“It sounded like an explosion,” the homeowner said. Her children had been outside earlier drawing with chalk, but the entire family happened to be indoors when the crash occurred. “If something would have terribly gone wrong, this is just repairs that have to be done to our home and our boat. But if something terribly had gone wrong, this is a memory that would stay on our mind forever.”
The crash happened early Christmas Eve evening. The homeowner says everyone inside was startled by the noise and ran outside to see the damage, no one was injured.
Police were called immediately, & the driver has since been ticketed, his Corvette suffering damage to at least the passenger side visible in the video and likely to the front end and driver’s side as well. The family, who moved into the neighborhood just six months ago, says the incident has shaken their sense of safety.
The homeowner said she’s still unsure how much the repairs will cost. In the days since the crash, the damaged fence remains on the ground, and pieces of the Corvette’s impact path still litter the yard. Neighbors told Local 10 News off camera that speeding has long been a problem on the street, and they’ve been asking for speed bumps for years.
Out of the blue here where the weather has been in mid 20s at night and mid 40s during the day with high winds for weeks The weather went wacko, as the normal here :-(
Three days of 60s at night and 80s during the day, going crap again cold this weekend so was a good time while all the nuts were on the road for holidays to do a few things with my 99 C5 and checking the torque on the lug nuts of wheels, just did not feel or seem right Started thinking and recalled I had not calibrated the torque wrench in some years :-(
So I had to go find old info I saved back than in process of calibrating torque wrenches by hand
Lots of photos below as I tested 2 torque wrenches that report in ft/lbs One is smaller and output is in inches/Lb and 1 that is digital
In summary as my photo shows, measure the handle, write the distance down Take anything that has weight, I used a gas can and filled with water that total weighed 25 pounds Take rope and place it to your measured mark of TW handle, and the other end of rope so that the weight would hang down but not touch the ground
Simple math, shown below but if the length mark of TW is 15 inches multiply that with the 25 pounds of weight and to get answer in feet divide then by 12 ( do not do this if wanting inch/lbs answer
So 14.5 inches *25 pounds= 362 / 12 = 30 ft/lbs
Now set the TW at 30 ft/lbs Remove a box or whatever you used to hold your weight off the ground so now that weight dangles above the floor and the weight is all on the end of TW handle When doing that, you should hear the wrench click IF not that use the adjuster of wrench and keep testing till the click is correct for the weight and the setting
To assure all is calculated, set wrench below 30 ft/lb ( or what ever your numbers come to) test and then set wrench to above your math numbers and assure no click is heard
Was it worth it ?, been a long way around on this, but YES
The TW I was using to torque the lug nuts was way off and trying to calibrate it failed so over years of doing a NO NO of leaving tool to a set ft/lb caused the internal spring to screw up and is now just a ratchet socket wrench
The others I tested all calibrated correctly
With GM vehicles over the last 20 plus years using a onetime use, Torque to Yield you really want to be sure you're installing them to GM specs of foot/pounds (or inch/pounds)
Here is the science of all this and detail :
Hand Calibrate Torque Wrench Measure from the square drive to the handle. The square drive is the end of the torque wrench you’d attach a socket to. For the sake of simplicity, use whole inches rather than using any fractions. Mark the point you measured to on the handle and record the distance on a piece of paper for you to come back to later. • Set the paper aside in a safe space until you need it. • Because 24 inches (61 cm) is a common length for most torque wrenches, it will serve as the measurement for further steps. Secure the square drive in the vice.
Orient your bench vice so you can place the square drive of the torque wrench into and have the handle extend out, away from the table or bench. Then insert the square drive into the vice and tighten it until it’s secure. • Be careful not to over tighten the vice and damage the square drive on the torque wrench. • Make sure only the square drive itself is caught in the clamp, so the wrench can move under the weight you apply.
Calculate the appropriate setting for your weight.
The equation is: handle distance times weight divided by 12. In order to determine the right setting for the torque wrench, multiply the distance you measured in step 2 by the 20 pounds you will be using for your weight. That comes out to 480 inch-pounds (24 inches times 20 pounds) which equates to 40 foot-pounds (480 inch-pounds divided by 12).
• If you're working with metric units, start by converting the weight to Newtons. To do this, multiply the number of kilograms by 9.807. In this example 9.07 kg x 9.807 = 88.94949 Newton. • Then, multiply the number of Newtons by the length in meters: 88.94949 Newtons x 0.6096 meters = 54.2 Newton meters. • To convert foot-pounds to Newton meters, multiply by 1.35582. For this example, 40 foot-pounds is equal to 54.2 Newton meters. • Be sure to use the correct distance and weight figures. If your wrench is a different size or you’re using different weights, your figures will be different.
Hang the weights from the handle of the wrench.
Tie the rope to the weight and make a loop that you can hang from the handle of the torque wrench where you made your mark in step 1. Make sure the length of rope is short enough that the weight won’t touch the ground once you hang it. • Do not securely tie the weight to the wrench. Instead, simply hang it. • Be sure nothing is in the way of or supporting the weight as it hangs.
Adjust the torque wrench using the weight.
You can usually adjust the spring tension in a torque wrench by turning a screw located midway up the wrench’s handle with a screwdriver. Hang the 20 lb (9.1 kg) weight from the torque wrench at your first mark and see if it clicks. If it doesn’t, tighten the spring by turning the screw clockwise, then lift the weight and lower it again to test it.
• Repeat this process until the torque wrench clicks using the known weight. • Be sure to lift the weight off the wrench and lower it again to test for clicking each time. Move the weights up the handle if you hear a click. Listen for a click from the torque wrench as you hang the weight from the marked point on the handle. If you hear one, lift the weight off the handle and set it down again further up the neck, moving toward the head of the wrench. • Keep repeating this process until you stop hearing the click. • Be sure to lift the weight off and set it down again each time. Do not slide it up the handle. Lower the weights if you don’t hear a click. If you don’t hear a click from the torque wrench as you place the weight on it, move the weight down the handle of the wrench until you do hear one. • Start by moving the weight an inch or so at a time. • It’s okay to move up and down the handle of the wrench more than once as you look for the point in which it starts to click
Mark the point of transition.
Once you find the point in which the handle transitions from clicking to not, mark it on the wrench with your pen. Be sure to mark the point exactly, so you may need to make multiple attempts at identifying where it is by moving the weight up and down the handle. • The part of the handle where it begins or stops clicking is called the transition point.
Measure from the square drive to the point of transition. Use the measuring tape to find the distance from the square drive to the transition point you identified using the weight. Record that number on a piece of paper and set it aside. A measurement of 26 inches (66 cm) will be used for this example, but yours may be different. • Be careful not to confuse this number with the figure you recorded in step 2. • You may want to test finding the transition point more than once to be sure you have the correct number. Calculate the applied torque. If the transition point of the torque wrench with 20 pounds was at 26 inches, for instance, multiply that by 20 pounds to determine the amount of torque actually applied: so 26 inches times 20 pounds equals 520 inch-pounds, or 43.33 foot-pounds (520 divided by 12 inches ). • The equation is the same as before: measurement length times weight, divided by 12. • If you're using metric units, convert the weight to Newtons (kg x 9.807), then multiply the number of Newtons by the length in meters: 9.07 kg x 9.807 = 88.95 Newtons. 88.95 Newtons x 0.6604 meters = 58.74 Newton meters.
Correct for the difference you identify.
If you are unable to adjust the torque wrench, you can still use it pretty accurately if you adjust the settings you use on the wrench to compensate for the difference. Divide your first measurement by the transition point (in this case, 24 divided by 26, which equals 0.923). Whenever you need to use the torque wrench, multiply the correct torque by this number • Multiplying your intended torque by the difference will give you the correct setting for your specific torque wrench. • This solution can keep you working, but the wrench will still need to be calibrated.
Other ways :
The Fix: Math vs. Mechanical Adjustment So your wrench didn’t click. You have two options. Option A: The “Correction Factor” (The Safe Way) If your wrench didn’t click at 30 ft-lbs, dial the setting down to 29, then 28, then 27 until it finally clicks with the 20lb weight.
• Let’s say it clicked at 27 ft-lbs (but the math says 30). • Your wrench is reading low by roughly 10%. • The Fix: In the future, if a manual asks for 100 ft-lbs, set your wrench to 110 ft-lbs to compensate. • Write “+10%” on a piece of masking tape and stick it to the handle.
Option B: The “Calibration Nut” (The Risky Way) There is usually a calibration nut hidden under the end-cap or sticker of the handle. Tightening this nut compresses the spring (making it read higher), and loosening it does the opposite.
• Warning: This is sensitive. A 1/8th turn can change the value by 5-10 ft-lbs. • Unless you are patient and willing to re-test 10 times, sticking with the “Correction Factor” method is safer.
GM now having to flip and increase plants making gas engines as EV sales going into the crapper
I have reported before the rumor of the E-Ray nameplate changing to Grand Sport for 2027 and including a new 6.7 dual overhead CAM 6.7L engine to be used on trucks and Corvette as a gen 6 engines
A recent report suggesting that GM is building two V8s for the Gen-IV family A 6.7 Liter and 5.7 Liter that will be shared by the Corvette as well as a number of GM trucks
The GM 2026 Parts Book has been a constant source of leaks for the Corvette team over the years, and there is no more of an authority than GM’s own parts division. The GM Parts Book is a proprietary listing of all parts that a technician might need for diagnosing and fixing GM vehicles. It’s only for GM Technicians, and it’s not something you find that is available on the internet. A new leak from the latest GM Parts Book. for the 2027 Corvette Grand Sport.
LS6: ENGINE GAS, 8 CYL, 6.7L, DI, PFI, OHV, ALUM, GEN 6 GM is telling saying that the LS6 will be a 6.7-liter 6 Generation 8-Cylinder Aluminum Overhead Cam engine with both Direct Injection and Port Fuel Injection.
GM has instituted a price increase on the 2026 Corvettes, multiple dealers have now confirmed the following price increases on their internal systems:
All 2026 Corvette models will see a $500 price increase on the cost of the mandatory destination charge from the Assembly Plant to dealerships. Previously it was at $1,995, and now it’s going to $2,495. FYI, it was just $1,695 last January 2025.
The MSRP of the 2026 Corvette ZR1 is going up by $1,600.
Assuming that this price increase is for both Coupe & Convertible models and covers both 1LZ and 3LZ trims. Here is the pricing with that increase, not including the destination charge. The previous 2026 MSRP is in parentheses, while the final number was the original pricing when the MSRP for the 2025 ZR1 was announced in January 2025:
Those with a current order in the system for a 2026 Corvette. There will be no order price protection for these increases, which went into effect on Monday, December 15th. There is no word yet if the ZR1 price increase will be extended to the ZR1X models.
One of the biggest points of confusion, for right now, is that the official Corvette Build and Buy configurators are still showing the previous pricing for ZR1 and the $1,995 destination fee for all C8 Corvette models.
GM States, The delivery freight charge listed on window stickers reflect the costs of shipping vehicles from factories to dealer showrooms. We review these charges periodically and adjust as needed to keep in line with the overall industry average.
In order for any internal combustion engine to function properly, you need three basic things: air, fuel, and spark. Air mixes with the fuel, providing an explosive catalyst. The engine compresses the mixture, which is then ignited when the spark plug fires.
This pushes the piston down, and we now have the miracle of a working engine. Sounds simple in principle, since all you need for that last step is to put the spark plug inside the combustion chamber and make sure it makes a spark, and you're good, right? Actually, the reality is slightly more complicated.
A spark plug sits inside a cylinder via a threaded hole, much like a screw. Virtually all production-level combustion engines function this way, but the process of seating a spark plug in a specific orientation, known as indexing, actually involves multiple steps beyond simply screwing the spark plug in. Still, you can simply screw a spark plug in and be done with it, and the car will run just fine; indexing is only actually useful for extracting slight amounts of performance and extra economy out of your engine.
Does indexing even matter, then? Generally no, you can usually just screw in and tighten the spark plug, perhaps by using this once-popular tool, and the engine will run fine. There are specific reasons why indexing is performed, one of those is to make an engine run as efficiently as possible. The potential dangers of improperly indexing outweigh the benefits in many cases. Let's dive in and explore the nuances and what exactly indexing does in your combustion chamber.
A more detailed look at indexing
The tip of a spark plug contains two electrodes separated by a small gap, like having two fingers nearly touching one another. These electrodes are made of different metals, often depending on whether you're using a cheap or expensive spark plug. This allows electricity to jump from one electrode to another, creating the spark. Much like your finger, however, the topmost electrode sits in a specific orientation, like an archway in a building connected on one side. What this means is that, as you screw a spark plug into an engine, that arm will spin around like a clock. The purpose of indexing is to make sure that the arm is pointing in a specific direction.
Typically, this process is accomplished by fitting the spark plug with washers of varying thicknesses, meaning it'll only go so far down when it's fully tightened. The thicker the washer, the less rotation you'll have on the arm. The goal, then, is to have the open side of the spark plug facing towards the engine's intake valve or exhaust valve, so that when the air/fuel mixture is introduced, there's no obstruction between it and the spark.
To index a spark plug properly, first locate the intake and exhaust valve on your car, noting which you want to index towards. Next, locate the arm on the end of the spark plug and mark its direction with a marker so you have a reference point. And finally, seat an indexing washer on the spark plug and tighten it down, comparing the orientation with the mark until you're satisfied. Keep using washers of different thickness to change its final orientation.
Does it really matter?
In a broad sense of the term, yes, indexing spark plugs is a good idea and should be practiced. Beware, however; improperly indexing a spark plug, either by using a washer that's too thick or not tightening it down enough, can result in the spark plug backing out or not being deep enough into the engine to do its job effectively. Will it kill your engine if you don't index your spark plugs? No, it will not, but it's still better for your engine if you do so.
The inside of an engine is a turbulent, violent place. Air fires out of the intake valve and is ignited in milliseconds, meaning the electrode is quickly and consistently exposed to high temperatures. If the temperature is sufficiently hot enough, it could ignite the fuel on its own, known as pre-ignition; this is exacerbated when the arm is facing the direction of the heated air. Moreover, an overly-tightened spark plug runs the risk of hitting the top of the piston, damaging both components. Aside from these, however, it's mostly down to fuel efficiency.
The physics of how air works inside a combustion chamber is its own lengthy discussion, but the short answer is that the chamber is designed with a specific configuration in mind. Deviating from that won't necessarily harm the engine, but it won't be operating at peak efficiency, nor will it if you're running with bad spark plugs.
How to Index Spark Plugs Step 1: Mark Your Plugs
Before installing your plugs, mark the open end of the ground strap on the porcelain with a permanent marker. This shows where the open side will face once torqued down.
Step 2: Locate the Intake Valve
Reference your engine prints, do some research, or remove your valve covers to find the intake valve at each cylinder. It’s important to know exactly where to point the plug opening, or the effort of indexing isn’t worth it.
Step 3: Install and Check Orientation
Thread the plug into the cylinder head and tighten it with light torque. Check the mark to see which direction the ground strap faces. The goal is to align it with the intake valve.
Step 4: Use Indexing Washers
If the plug isn’t aligned in the desired position, add or swap out spark plug indexing washers until the orientation is correct. These precision-stamped washers come in various thicknesses to help fine-tune thread engagement without over-torquing or damaging the tapered seat.
Best Practices
Use the same plug for each cylinder: Differences in threads or depth may require different washers, even on identical engines. Test on the dyno: The performance gain may be modest (1–2 hp), but in a race application, that can matter. Monitor plug readings: Changes to plug gap, flame path, and voltage requirement can affect how the plug fires under load. These are really only concerns for highly-tuned engines, but can make a difference. Don’t index daily drivers: Generally speaking, it’s a lot of effort for minimal gains (unless your engine is already pushing the limit).
Final Thoughts
Let’s be clear: Spark plug indexing won’t magically turn your 400 hp street car into a 550 hp monster. But in a finely-tuned motor where every detail counts, indexing spark plugs can give you an edge.
And best of all? It’s cheap and doable. A set of spark plug indexing washers, a few extra minutes of installation time, and a little bit of patience is all it takes to unlock a more efficient burn and a more responsive engine.
If the sparkplug holes are not tapered then using index washers that are made to be crushed when torquing the plug BUT if the hole is tapered, then user a taper type of index washer like these :
Need beforehand, a torque wrench you know is calibrated Note : never leave the torque wrench set to any amount of pressure as sitting unused over time will harm the compressed internal spring, so set it to zero when finished using it
GM diagnostic strategy does not support the practice of swapping control modules during the course of diagnosis or to expedite a repair. Features in today’s vehicles are increasingly software configurable. They can affect vehicle safety systems, anti-theft systems, performance components and customer personalization information.
First introduced in 2010, GM’s Global Architecture (Global A) electrical system and the later Vehicle Intelligence Platform (VIP) electrical system do not allow control modules to be swapped between vehicles.
Problems can occur on these models when attempting to swap a control module configured for one vehicle into another. Symptoms such as no-start conditions and DTCs that cannot be cleared are to be expected. Issues also may be introduced into vehicles that exhibit no symptoms until a later date, adding to the complexity of diagnosing the vehicle.
These "sleeper issues" may be triggered only after multiple key cycles or only after battery power has been removed from the BCM. Such issues can be time-consuming to rectify, driving up unnecessary warranty expenses and leading to customer dissatisfaction
SYMPTOMS OF MODULE SWAPPING
A variety of symptoms may appear in a vehicle containing one or more control modules swapped from a like vehicle. Depending upon which control modules have been swapped, possible symptoms include:
• The VIN read by GDS and SPS does not match the vehicle. • Current DTC B3902 – Incorrect IMMO ID Rec. Set in IPC, SDM, ECM, HVAC, Steering Column Lock Control Module (if equipped) or BCM. There are no warning lamps or DICmessages and this DTC cannot be cleared. • IPC module displays (- – -) for odometer and trip odometer values. • Vehicle will enter power mode only if the key fobs that match the donor vehicle BCM are included in the swap. • BCM and/or ECM has current DTC B389A Environment Identification. There is a Service Theft System message on the DIC, the Security MIL is illuminated, and this DTC cannot be cleared. • ECM odometer value is incorrect for the vehicle. • Radio displays Locked.
SECURITY PROTOCOL Swapping control modules, including the ECM, BCM, EBCM, SDM, TCM, ECC (HVAC), EPS, HPCM, IPC, and Radio, between vehicles with Global Architecture electrical systems will damage both controllers and result in a no start condition on both vehicles due to the vehicle’s security code protocol.
These modules all have IDs that must match in order for the BCM to allow the engine to start. The control modules are coded to the vehicle when they are first programmed, which results in a unique ID being permanently stored in that module. Swapping these security-related modules will cause difficult and time-consuming remediation processes that may include the purchase of new components for both vehicles.
There are a number of security methods in operation, including: Security Code The purpose of the security code is to protect the vehicle’s security information against tampering. It’s a random code, unique to each vehicle, generated at the vehicle assembly plant. Environmental ID The purpose of the Environmental ID is to increase the time and complexity involved in attempting a vehicle theft by swapping control modules. In a potential theft situation, it will not allow continued running of the engine.
Seed and Key – The purpose of Seed and Key is to protect certain control modules from unauthorized reprogramming when they are outside the assembly plant environment. Each control module that implements Seed and Key is manufactured with a unique seed value and a corresponding key value stored in memory. On today’s vehicles, the electrical architecture plays a significant role in how a vehicle is equipped and operates. The best diagnostic path for all vehicles, regardless of equipment, is to follow the procedures outlined in the appropriate Service Information.
The C trolley Line was knocked out of service for a couple of hours tonight after somebody drove a late-model Corvette onto the tracks at Marion Street, near Summit Avenue, in Brookline.
Transit Police Supt. Richard Sullivan said the investigation is still ongoing, but said, "an unlicensed, uninsured, adult male operator will be criminally summoned for numerous motor vehicle violations." The guy, 20, "stated he was unfamiliar with the area and took a wrong turn." Sullivan added: "Corvette, yikes." More specifically, it was a '24 Corvette Stingray.
On-track cars are more common a few blocks away on the B Line, but generally consist of lower-priced models, such as older Toyotas and Kias, with the occasional BMW.
The T, which already has lots of Green Line bustitution going on, due to scheduled repair work, brought in a few more buses to toodle between Cleveland Circle and Coolidge Corner, at least until shortly before 9 p.m., when they got the Corvette off the tracks with a wrecker and resumed service. Yes, the T has big-ass tow trucks, although we suspect they're normally used for buses (photo by Transit PD):
As of Dec 1st the GM build and price webpage is functional for the ZR1X Looking at starting around $209,000 !
Pricing for the 2026 Corvettes has been updated on the official Build and Buy Configurator at Chevrolet.com, & it does show a price increase for the ZR1X which now will come in at $2,200. New prices for the 2026 Corvette ZR1X which includes the $2,495 Destination Fee.
The other piece of news regarding the pricing of the ZR1X is the gas guzzler tax. The configurator is now showing that it is $2,600 regardless of its aero package.
Corvette factory drivers Charlie Eastwood and Nicky Catsburg will be on the TF Sport racing team battling for next year’s FIA World Endurance Championship.
The announcement today comes on the heels of a recent two-year extension of TF’s partnership with Corvette Racing. Eastwood, who will be entering his ninth straight year with TF Sport, is expected to be reunited with long-time co-driver Salih Yoluc in the renumbered and rebranded No. 34 “Racing Team Turkey by TF” Corvette Z06 LMGT3.R , according to reports.
“I can’t wait to return to the WEC for a third year with Corvette,” Eastwood told dailysportscar.com. “Last year we made great strides, with a podium finish at Le Mans and a chance to win the championship in the final race. It was a really positive progression. Now we have to build on that.”
Eastwood said the TF team is “improving” and “working hard” on making the lineup “as strong as possible” to have the best shot at winning another World Endurance Championship for Chevrolet and Corvette. A newcomer to Tom Ferrier’s TF Sports organization, Catsburg will be back in the FIA WEC after two seasons away.
He had joined Corvette ahead of the 2020 season that focused on the IMSA Michelin Endurance Cup and 24 Hours of Le Mans. Eventually, he took on a second full WEC campaign in 2023, dominating the final season of LMGTE competition with teammates Ben Keating and Nico Varrone in a Pratt Miller C8.R that won three of the first four races, rallying to win Le Mans.
Catsburg, who is entering his third season full-time with Corvette Racing by Pratt Miller Motorsports in the IMSA Sportscar Championship, will compete in the 2026 WEC campaign with just one date conflicting as IMSA’s race at Canadian Tire Motorsports Park falls on the same weekend as the WEC’s 6 Hours of Sao Paulo.
“I am super excited to join TF Sport for the 2026 FIA WEC season,” he said. “I have raced against them many times, and they have always been a very strong opponent. I absolutely love the Chevrolet Corvette Z06 GT3.R so I can’t wait for what will be a very busy 2026!” With the 2026 FIA World Endurance Championship slated to begin with the Qatar 1812KM on March 26-28, TF Sport plans to announce its remaining drivers for the 2026 FIA WEC later.
The Oklahoma Highway Patrol is investigating a collision between one of its cruisers and a C6 Corvette on the Broken Arrow Expressway this morning.
It happened around 11:00 a.m. just southeast of the Inner Dispersal Loop near the Peoria bridge. OHP says the initial collision was in the eastbound lanes, but both vehicles wound up on the westbound side.
So far, there’s no word yet on which vehicle was at fault or what led up to the crash. Both vehicles had heavy damage, but OHP says there were only minor injuries.
In the photos from the incident, the Dodge Charger patrol vehicle is showing heavy damage to its driver’s side door while the Corvette appears to have damage to the front of the car which came to rest against a concrete highway divider It also appears the passenger side airbag in the Corvette had deployed as well.
The C8 Corvette Stingray continues to dominate the global performance scene, capturing a prestigious 2025 Sport Auto Award in Germany. The C8 Stingray secured a decisive victory in the imported "Coupés up to €150,000" category, a classification reserved for the best non-domestic performance cars with sub-supercar pricing. This win represents a significant conquest on the home turf of Germany's legendary sports car brands, proving the American icon's formidable appeal among discerning European enthusiasts.
"We are extremely proud and honored that Sport Auto readers have once again voted the Corvette Stingray number 1," says Lasse Grundstroem, Chief Commercial Officer of General Motors Europe. "This award confirms our passion for performance and design and shows how much the Corvette inspires its fans year after year, our thanks go to everyone who voted for us."
This award is not a decision made by a small panel of judges, but is the direct result of a popular vote conducted by the readers of Germany's leading automotive publication, Auto Motor Sport. The "Import" classification ensures a level playing field, pitting the Corvette against the finest performance machines from every other non-German nation. By emerging victorious, the Stingray demonstrated that it captured the hearts and votes of the German performance community. The award's organizers noted that these reader-voted results are considered a key "stimmungsbarometer," or sentiment barometer, within the high-performance sports car scene.
The win underscores a successful and ongoing strategic push from GM to solidify the Corvette's position in the European market. The mid-engine C8 Corvette, with its performance-first design and relatively accessible price tag, has been a cornerstone of this effort. By earning such a public endorsement from a car culture known for high standards, the Corvette Stingray validates its world-class status. This trophy adds to an already crowded case for the C8, further cementing its legacy as a performance benchmark.
For GM, this award is more than just another piece of hardware. It is a powerful marketing tool and a testament to the Corvette's evolving identity. Beating established European rivals in a direct, reader-driven poll sends an unambiguous message that the American supercar can not only compete, but can win on the global stage. As the Corvette continues to build its international reputation, this victory in Germany marks one of its most resonant achievements yet.
President Donald Trump is giving Detroit and the U.S. auto industry center stage on Wednesday as he announces relaxed fuel economy standards for the more than 15 million new cars and trucks sold in the United States every year.
The president will be joined in the Oval Office by Ford Motor Co. CEO Jim Farley, Stellantis NV CEO Antonio Filosa and a General Motors Co. plant manager for the company's Orion Assembly site. Michigan U.S. Rep. Lisa McClain, R-Bruce Township, will also attend the planned 2:30 p.m. event.
Details of the corporate average fuel economy regulations have not yet been disclosed, but the White House said new standards would amount to "a historic reset of the CAFE standards that were created by the Biden Administration," which would have "compelled widespread shifts to electric vehicles that American consumers did not ask for, accompanied by significant cost-of-living increases."
Consumers have shown signs of growing unhappiness and concern over U.S. economic conditions, and the Trump administration is casting the lenient standards as a move to improve vehicle affordability at a time of stubbornly high prices, especially in the automotive sector. The average price of a new vehicle pushed past $50,000 for the first time in September, according to Cox Automotive Inc.
Despite that affordability aim, however, it is unclear how strong an impact the new rules will have on the nation's largest retail sector after the Trump administration already worked to roll back other vehicle emission regulations throughout the year. The auto industry is also facing cost pressures from the president's tariff policies, which will likely raise prices in the short term even if they succeed at reshoring American manufacturing in the long term.
Automakers nevertheless cheered the Wednesday announcement as one that brings forward-looking regulations in line with the "market realities" of a slower-than-hoped-for transition to EVs, continued cost and supply chain issues with electrified powertrains, and Americans' longstanding love for large, gas-powered trucks. "As America’s largest auto producer, we appreciate President Trump’s leadership in aligning fuel economy standards with market realities. We can make real progress on carbon emissions and energy efficiency while still giving customers choice and affordability. This is a win for customers and common sense,” Ford's Farley said in a statement.
"Stellantis appreciates the Trump Administration’s actions to re-align the Corporate Average Fuel Economy (CAFE) standards with real world market conditions as part of its wider vision for a growing US automotive industry," Filosa said. He added: "We look forward to working further with NHTSA (the National Highway Traffic Safety Administration) on environmentally responsible policies that also allow us to offer our customers the freedom to choose the vehicles they want at prices they can afford."
GM said it "supports the goals of NHTSA’s proposed CAFE rule and its intention to better align fuel economy standards with market realities. We have long advocated for one national standard that upholds customer choice and provides the auto industry long-term stability. As we review the proposal, we remain committed to offering the best and broadest portfolio of electric and gas-powered vehicles on the market.”
General Motors Co. faced the prospect of needing to cut production of gasoline-fueled vehicles if electric-vehicle sales failed to grow as needed under ambitious fuel economy requirements enacted by President Joe Biden, company Chief Executive Officer lying Mary Barra said. Fuel efficiency standards now being rolled back under President Donald Trump would have required a fleet average of about 50 miles per gallon by 2031. That effectively meant that most carmakers would have to get more than half of their sales from EVs by that time.
If those EV sales didn’t materialize and the rules weren’t reduced by Biden in response, GM would have had to limit sales of gasoline-powered vehicles and possibly shut down some of its production, Barra said at the New York Times Dealbook conference in New York on Wednesday. “We were going to have to start shutting down plants,” Barra said. The White House on Wednesday is proposing weaker fuel economy standards to replace those enacted under Biden in the Trump administration’s latest move to dismantle what the president has called Biden’s “EV mandate.”
Automakers including GM have already cut output of EVs due to softening demand. GM also plans to convert the Orion Assembly plant earmarked for plug-in vehicles to make large SUVs and pickup trucks.
DELIVERING A WIN FOR AMERICAN FAMILIES AND AUTOMAKERS:
Today, President Donald J. Trump is delivering major relief to American families by resetting the Biden Administration’s costly and unlawful Corporate Average Fuel Economy (CAFE) standards. • President Trump is returning CAFE standards to levels that can actually be met with conventional gasoline and diesel vehicles. The Biden Administration standards imposed unrealistic fuel economy targets that effectively resulted in an electric vehicle (EV) mandate. • The Trump Administration’s reset of the CAFE standards ensures the program’s fidelity to the legal restrictions set forth by Congress. • The Biden standards broke the law by going far beyond the requirements that were mandated by Congress when it created the CAFE program.
SAVING AMERICAN FAMILIES MONEY:
Today’s action represents an enormous win in response to the cost-of-living increases imposed on the economy by the Biden Administration. • The Biden Administration created extraordinarily stringent fuel economy standards for passenger cars and trucks, set at such aggressive levels that they were impossible to meet with available technologies for gas cars. • The Biden standards would have compelled widespread shifts to EVs that American consumers did not ask for, accompanied by significant cost-of-living increases. Since EVs are so expensive to build, automakers must sell them at a loss and make up the difference by significantly raising the sticker price of gas cars. • If President Trump had done nothing, the Biden standards would have raised the average cost of a new car by nearly $1,000, relative to the cost under the standards announced today. • President Trump’s actions will save American families $109 billion in total over the next five years. • By helping more Americans buy newer, safer vehicles, this reset is projected to save more than 1,500 lives and prevent nearly a quarter-million serious injuries through 2050.
MARKING A CRITICAL BATTLE IN THE FIGHT AGAINST BIDEN’S HIDDEN COST-OF-LIVING INCREASES:
The CAFE reset represents the latest action by President Trump to prevent the Biden EV-related policies from raising costs for Americans. • In June, President Trump signed a joint resolution to end the California EV mandates, which would have effectively been a 100% ban on new gas cars sold in the state by 2035 (with similar effects in 17 states that adopted California’s standards).
• In July, President Trump signed into law the Working Families Tax Cuts Act, which set the civil penalty for violating CAFE standards to $0, protecting the U.S. auto manufacturing industry from significant fines.
• Under President Trump, the Environmental Protection Agency (EPA) has also released its proposal to rescind the 2009 Endangerment Finding, which ignores Congress’ clear intent under the Clean Air Act and has been used to justify over $1 trillion in costs for the American consumers and economy. • Today’s action helps ensure that even if far-left Democrats return to power, the CAFE standards are sensible, so U.S. automakers are not held to infeasible standards.
• Combined with auto loan interest deductibility for new made-in-the-USA vehicles, President Trump continues to deliver real relief that makes owning a safe, reliable car more affordable for every American family.
The plan will relax fuel economy standards by setting the industry average for car & light-duty vehicles at roughly 34.5 miles per gallon through the 2031 model year, lower than the 50 miles per gallon outlined by a Biden-era rule.
With 2026 MY C8s being made and sold, GM wants to get rid of existing new 2025 C8s
Chevy is now offering a new $4,000 Loyalty Rebate to current Camaro & Corvette owners now through January 2, 2026. You must currently own a 2011 or newer Camaro or Corvette to qualify, & you don’t have to offer it as a trade in.
The $4,000 rebate is good only on in-stock sales of new 2025 Corvette Stingrays, E-Rays, & Z06s.
A nationwide search of the Chevrolet Live Inventory Tracker shows that there are currently 1,540 2025 Corvettes still available at Chevy dealers. That Live Inventory can be further broken down by model: 159 Stingrays, 421 E-Rays, and 960 Z06s.
The Chevy Live Inventory Tracker does allow for searching & filtering your chosen dream cars by model, colors, trim groups, price, and location. Once you have found your car, contact the dealer and start the process!
All buttons on one key fob (Remote Keyless Entry transmitter) may be inoperative on some 2023-2026 Escalade, LYRIQ, Corvette, Silverado 1500, Silverado 2500HD/3500HD, Tahoe, Suburban, Sierra 1500, Sierra 2500HD/3500HD, Yukon; 2024-2026 Traverse, Acadia; 2025-2026 Envision, OPTIQ; and 2026 VISTIQ models. The key fob will operate properly for passively unlocking the vehicle and will allow the vehicle to start as normal when present in the vehicle. The second key fob operates normally.
These conditions may be due to the key fob Traverse fob shown being out of synchronization with the Body Control Module (BCM). Do not replace the key fobs or the BCM for this concern. Begin diagnosis by confirming the key fob operation and checking the key fob battery using the EL-52545 TPMS and RF tool After pressing a fob button ten times in a row, verify the fob output is above 20% using the signal strength meter on the EL-52545 tool.
After verifying the fob battery is good, go to Module Diagnostics > Body Control Module > Data Display > Keyless Entry Data list using GDS2 and view parameters “Synchronization Counter” and “Synchronization Status.” Both values should be the same.
If the Synchronization Status is lower than the Synchronization Counter, press any of the key fob buttons repeatedly to have the values match, which may take up to 255 button presses to resynchronize the fob with the BCM. When the values match, the key fob should begin working properly again.
There may be several audio system conditions on some 2022-2024 Tahoe, Suburban, Yukon; 2022-2025 HUMMER EV; 2022-2026 Silverado 1500, Sierra 1500; 2023 BrightDrop; 2024-2025 Corvette; 2024-2026 Silverado 2500HD/3500HD and Sierra 2500HD/3500HD models equipped with the IOK radio. The audio system conditions may include no audible sound, a blank or frozen display screen, a Return to Dealer or Demo Mode message, or a phone connection concern. These issues are covered in the latest version of #PIC6602.
TIP: Due to the frequency of updates to #PIC6602, please do not print this document for future reference. Always refer to the Service Information for the latest version of #PIC6602.
There are a number of steps to follow to determine if these conditions are related to a software, connection or hardware issue, which may include resetting the radio, verifying system software is up-to-date, checking that the customer’s phone software is up-to-date, or performing a data wipe to restore functionality. Additional information can be found in #PIC6002P as well as several other PI’s covering the following issues:
• Blank or black screen – Screens that cannot be viewed (#PIC6540). Perform a radio reset. • Demo Mode message – A Return to Dealer or Demo Mode message (#PIT6209). • Radio software update – Verify the latest radio software (Bulletins #25-NA-121, #25-NA-318, #24-NA-168, #25-NA-098. • Phone connectivity – Make sure a phone is updated to the latest OS version. • Intermittent audio concerns – Intermittent 1–2 second loss of audio (#PIT6406 – Concern 1). Do not replace the radio or amplifier. • Radio data wipe – Troubleshooting steps have been updated for the listed audio concerns by utilizing the Radio Data Wipe File (#PIT6209). Be sure to follow all steps to ensure repairs are completed properly.
Do not replace the radio for any of these issues. These radios are currently restricted through the Electronic Service Center. Ensure that the module has been reset, the latest software installed and that the radio has been disconnected and reconnected.
For more information, refer to the latest version of #PIC6602.
Matteo Cairoli will complete DragonSpeed’s Corvette lineup for the Rolex 24 at Daytona, joining full season drivers Henrik Hedman, Giacomo Altoe & the team’s IMSA Michelin Endurance Cup pilot Casper Stevenson for the WeatherTech SportsCar Championship season opener.
The former Lamborghini factory driver, who has largely driven Mercedes-AMG GT3 Evos over the past year, will make his debut at the wheel of the Pratt Miller-built Corvette GT3 racer.
“The addition of Matteo to our lineup signals exactly what we are aiming to do: surround Henrik with a rapid, powerful and experienced lineup,” said team principal Elton Julian.
Cairoli is set for his sixth start in the Florida endurance classic after last contesting the race in 2024 at the wheel of a GTD Pro Iron Lynx Lamborghini Huracan GT3 EVO2.
“I am glad to join the team for Daytona 24 in such a strong lineup,” he said. “I will give my very best to adapt to the car as quick as possible, and would be cool to get a successful result in our first time together.”
The team plans to complete its first test with the brand-new Corvette GT3 early next month.
The 5.5L flat-plane crank V8 engine that powers the 2023-2026 Corvette Z06 generates 670 horsepower. Add the twin turbos on the 2025-2026 Corvette ZR1 and the engine produces 1,064 horsepower, making it the most powerful engine ever offered in a production Corvette. As part of GM’s commitment to continuous improvement, the 5.5L engine (RPO LT6) in the Corvette Z06 and the 5.5L engine (RPO LT7) in the Corvette ZR1 have been placed on a part restriction.
When diagnosing possible engine failure, refer to #PIP6089 and gather the required information before contacting the Technical Assistance Center (TAC). The engine part number will need to be provided to TAC. It can be found in the center of the front cover.
GM diagnostic strategy does not support the practice of swapping control modules during the course of diagnosis or to expedite a repair. Features in today’s vehicles are increasingly software configurable. They can affect vehicle safety systems, anti-theft systems, performance components and customer personalization information.
First introduced in 2010, GM’s Global Architecture (Global A) electrical system and the later Vehicle Intelligence Platform (VIP) electrical system do not allow control modules to be swapped between vehicles.
Problems can occur on these models when attempting to swap a control module configured for one vehicle into another. Symptoms such as no-start conditions and DTCs that cannot be cleared are to be expected. Issues also may be introduced into vehicles that exhibit no symptoms until a later date, adding to the complexity of diagnosing the vehicle.
These “sleeper issues” may be triggered only after multiple key cycles or only after battery power has been removed from the BCM. Such issues can be time-consuming to rectify, driving up unnecessary warranty expenses and leading to customer dissatisfaction.
Symptoms of Module Swapping
A variety of symptoms may appear in a vehicle containing one or more control modules swapped from a like vehicle. Depending upon which control modules have been swapped, possible symptoms include: • The VIN read by GDS and SPS does not match the vehicle. • Current DTC B3902 – Incorrect IMMO ID Rec. set in IPC, SDM, ECM, HVAC, Steering Column Lock Control Module (if equipped) or BCM. There are no warning lamps or DIC messages and this DTC cannot be cleared. • IPC module displays (- – -) for odometer and trip odometer values. • Vehicle will enter power mode only if the key fobs that match the donor vehicle BCM are included in the swap. • BCM and/or ECM has current DTC B389A – Environment Identification. There is a Service Theft System message on the DIC, the Security MIL is illuminated, and this DTC cannot be cleared. • ECM odometer value is incorrect for the vehicle. • Radio displays Locked.
Security Protocol
Swapping control modules, including the ECM, BCM, EBCM, SDM, TCM, ECC (HVAC), EPS, HPCM, IPC, and Radio, between vehicles with Global Architecture electrical systems will damage both controllers and result in a no start condition on both vehicles due to the vehicle’s security code protocol.
These modules all have IDs that must match in order for the BCM to allow the engine to start. The control modules are coded to the vehicle when they are first programmed, which results in a unique ID being permanently stored in that module. Swapping these security-related modules will cause difficult and time-consuming remediation processes that may include the purchase of new components for both vehicles.
There are a number of security methods in operation, including:
Security Code – The purpose of the security code is to protect the vehicle’s security information against tampering. It’s a random code, unique to each vehicle, generated at the vehicle assembly plant. Environmental ID – The purpose of the Environmental ID is to increase the time and complexity involved in attempting a vehicle theft by swapping control modules. In a potential theft situation, it will not allow continued running of the engine . Seed and Key – The purpose of Seed and Key is to protect certain control modules from unauthorized reprogramming when they are outside the assembly plant environment. Each control module that implements Seed and Key is manufactured with a unique seed value and a corresponding key value stored in memory.
On today’s vehicles, the electrical architecture plays a significant role in how a vehicle is equipped and operates. The best diagnostic path for all vehicles, regardless of equipment, is to follow the procedures outlined in the appropriate Service Information.
One of the downsides of having the engine in the rear is that cooling the hot engine bay and heat soak Without proper ventilation, heat from the engine’s headers, catalytic converters, & exhaust can cause heat soak, which can significantly lower your Corvette’s performance and longevity.
For some reason, Corvettes destined for the European market are equipped with a GM OEM cooling mod straight from the factory, and the benefits of these two parts easily-installed air deflectors can be significantly lower These air deflectors mount under your car, and they are designed to route cooler air into your engine bay The good news is you can order these parts from your dealer’s parts counter, and they are easy to install.
The GM Part Numbers are 85580654 & 85580653. I did a lookup of them on GM Parts Direct, and they are called “F Deflectors.” Together, they average around $125 each so around $250 for the pair or make your own
These air deflectors are metal components that easily mount using existing hardware on the skid plate under your Corvette, and the scoop design sends cooler air directly into openings of your engine bay where your headers and catalytic converters create some of the most heat.
Once the air deflectors were installed, sloppy measurements by a C8 owner on 2 different days after a drive & C8 Owner claimed that it significantly reduced temps around his engine bay:
• Left side carbon fiber engine bay area: 87.8°F (down from 132°F) • Intake cover: 97.9°F (down from 154.1°F) • Headers: 186°F (down from 222°F) • Trunk area: 104°F (down from 146°F)
These claimed results show temperature reductions ranging from approximately 42°F to over 56°F in hotter areas.
TF Sport & Corvette have inked a two-year contract extension that will see the British squad continue to campaign Chevy Corvette Z06 GT3.Rs in the FIA World Endurance Championship as well as other series.
Having started its collaboration in 2024 alongside the launch of the LMGT3 class in the WEC, highlighted by two class victories this season, the Tom Ferrier led operation gave the Pratt Miller-built GT3 car its European Le Mans Series debut this year, where it won the drivers’ and teams’ championships.
It will also run two Corvettes in the upcoming Asian Le Mans Series season, which kicks off at Sepang International Circuit next month. “Exactly 12 months ago at Bahrain, we scored our very first podium finishes with the Corvette Z06 GT3.R,” said Ferrier.
“Now a year on we are European champions, Le Mans podium-finishers and double WEC race-winners, still with a chance of a world championship. “That is all down to the persistent hard work from everyone at Corvette Racing and Pratt Miller Motorsports along with our own crew at TF.
“I could not be happier to extend this partnership over the next two years and hopefully for many more. It is a pleasure to work with such talented and driven individuals.” Corvette Racing program manager added: “We are very proud and pleased that our relationship with TF Sport is continuing into the future.
“It’s gratifying for all of us at Corvette Racing and Chevy to see the team progress & achieve success with their Corvettes in multiple championships this year. “TF Sport is an ideal example of a customer team that is committed to this platform and program. We are excited for more into the future alongside Tom and his team.”
TF enters this weekend’s WEC season-ending 8 Hours of Bahrain with its two Corvette entries sitting third and fourth in the LMGT3 championship, with its No. 81 Corvette of Rui Andrade, Charlie Eastwood and Tom van Rompuy still having a mathematical shot of the class title.
