Chevrolet Corvette C8

Aluminum block with cast-iron liners, 6.2 liters, OHV pushrod design — the final major evolution of the small-block concept. A deep crossplane burble at idle, noticeably stronger and louder than the LT1 predecessor above 4,000 rpm. The standout detail is the standard dry-sump lubrication with three scavenge pumps: it keeps oil pressure stable at 1.1 g of lateral load and prevents the oil aeration a wet sump would produce under track use — a genuine engineering advantage, not marketing. Cylinder deactivation (AFM) runs under light load; the AFM lifter failures notorious on truck engines are far rarer here thanks to the mid-engine duty cycle and Track/Manual modes. The only widespread genuine manufacturing defect involves valve springs from a supplier batch in early 2020 production (TSB PIP5752A) — on an early car, check the build window and repair history before buying. Pure direct injection without port injection means intake-valve carbon buildup over high mileage, so a catch can is a sensible preventive step. 0W-40 dexos R, spark plugs every 150,000 km. With a ProCharger at moderate boost, 670+ hp on a stock engine is realistic — the block tolerates more than the factory output suggests.

• !! Valve Spring Failure (Manufacturing Defect) from 5,000 km

  Valve springs from a defective supplier batch affect engines built June 1 to September 15, 2020 (TSB PIP5752A). A broken spring causes misfires; if cylinder leakage develops, secondary damage up to a cracked block is possible. Covered under warranty, but check early cars before buying.

  Symptoms: Check engine light, misfires, knocking or ticking
  2,000–12,000 $
  Ad valve spring LT2 6.2GM PIP5752A
• !! AFM Lifter Failure (Cylinder Deactivation) from 100,000 km

  The cylinder-deactivation lifters can collapse — a problem documented across GM V8s (2014+) and subject to a class action. It causes ticking, misfires, and in the worst case bent pushrods. Far rarer on the LT2 than on truck engines thanks to the mid-engine duty cycle and Track/Manual modes.

  Symptoms: Loud ticking at part throttle, misfire on individual cylinders
  1,500–5,000 $
  Ad AFM lifter GM LT2
• !! Direct-injection injector failure from 50,000 km

  Individual high-pressure direct-injection injectors can fail and set a whole string of fault codes (including P30D4, P2B95, P02EE). Documented in a GM TSB for 2022-2023. The fix is replacing the affected injector — the seals must not be lubricated during installation.

  Symptoms: Check engine light, rough running, misfires, occasional hard starts; multiple injector DTCs stored at once.
  300–1,000 $
  Ad direct injection injector LT2 6.2 V8high pressure injector Corvette C8fuel injector P30D4 P2B95

+ 5 more engine weaknesses + vehicle weaknesses

Aluminum block with cast-iron liners, 6.2 liters, OHV pushrod design — the final major evolution of the small-block concept. A deep crossplane burble at idle, noticeably stronger and louder than the LT1 predecessor above 4,000 rpm. The standout detail is the standard dry-sump lubrication with three scavenge pumps: it keeps oil pressure stable at 1.1 g of lateral load and prevents the oil aeration a wet sump would produce under track use — a genuine engineering advantage, not marketing. Cylinder deactivation (AFM) runs under light load; the AFM lifter failures notorious on truck engines are far rarer here thanks to the mid-engine duty cycle and Track/Manual modes. The only widespread genuine manufacturing defect involves valve springs from a supplier batch in early 2020 production (TSB PIP5752A) — on an early car, check the build window and repair history before buying. Pure direct injection without port injection means intake-valve carbon buildup over high mileage, so a catch can is a sensible preventive step. 0W-40 dexos R, spark plugs every 150,000 km. With a ProCharger at moderate boost, 670+ hp on a stock engine is realistic — the block tolerates more than the factory output suggests.

• !! Valve Spring Failure (Manufacturing Defect) from 5,000 km

  Valve springs from a defective supplier batch affect engines built June 1 to September 15, 2020 (TSB PIP5752A). A broken spring causes misfires; if cylinder leakage develops, secondary damage up to a cracked block is possible. Covered under warranty, but check early cars before buying.

  Symptoms: Check engine light, misfires, knocking or ticking
  2,000–12,000 $
  Ad valve spring LT2 6.2GM PIP5752A
• !! AFM Lifter Failure (Cylinder Deactivation) from 100,000 km

  The cylinder-deactivation lifters can collapse — a problem documented across GM V8s (2014+) and subject to a class action. It causes ticking, misfires, and in the worst case bent pushrods. Far rarer on the LT2 than on truck engines thanks to the mid-engine duty cycle and Track/Manual modes.

  Symptoms: Loud ticking at part throttle, misfire on individual cylinders
  1,500–5,000 $
  Ad AFM lifter GM LT2
• !! Direct-injection injector failure from 50,000 km

  Individual high-pressure direct-injection injectors can fail and set a whole string of fault codes (including P30D4, P2B95, P02EE). Documented in a GM TSB for 2022-2023. The fix is replacing the affected injector — the seals must not be lubricated during installation.

  Symptoms: Check engine light, rough running, misfires, occasional hard starts; multiple injector DTCs stored at once.
  300–1,000 $
  Ad direct injection injector LT2 6.2 V8high pressure injector Corvette C8fuel injector P30D4 P2B95

+ 5 more engine weaknesses + vehicle weaknesses

All-aluminum block, DOHC, 32 valves, flat-plane crankshaft — the first flat-plane V8 in GM history. 670 hp naturally aspirated from 5.5 liters, 121.8 hp per liter. Solid lifters instead of hydraulic, titanium connecting rods, titanium intake valves, sodium-filled two-piece exhaust valves, hollow camshafts. A dry, lumpy shake at idle; above 5,000 rpm the mechanical hammering turns into a high-pitched shriek. Six-stage dry sump, 10 liters, 5W-50. Mechanical ticking from solid lifters and direct injection is normal by design — a loud, irregular knock instead points to misaligned camshaft bearing caps (TSB 23-NA-115). The documented early engine failures traced to manufacturing debris from tapping the oil-filter threads, which destroyed a connecting-rod bearing — GM now strongly recommends an oil change after the 500-mile break-in before any hard use. Pure direct injection: a catch can against intake carbon buildup is sensible. Owners who respect the break-in oil service and rev it regularly get an exceptionally durable high-rpm engine.

• !! Early engine failure (rod bearing from manufacturing debris) from 2,000 km

  Documented catastrophic failures on early 2023 engines. GM traced the cause to manufacturing debris from tapping the oil-filter threads, which destroyed a connecting-rod bearing. Affected under 1% of cars delivered, all replaced under warranty.

  Symptoms: Metallic rattle or knock, power loss, sudden engine failure usually during the first hard run. Metal flakes in the oil.
  0–0 $
  Ad LT6 rod bearingLT6 crankshaft bearingLT6 engine block Z06LT6 break-in oil change 500 mile
• !! Two-Piece Exhaust Valves (Long-Term Risk)

  Sodium-filled two-piece exhaust valves — lighter for high rpm, but the design echoes the valve troubles of the LS7 in the C6 Z06. No mass failures on the LT6 so far. Engineers say regular high-rpm operation keeps the valves thermally healthy.

  Symptoms: In a failure, sudden power loss on one cylinder, misfires, in extreme cases piston and cylinder damage.
  5,000–15,000 $
  Ad LT6 sodium-filled exhaust valveLT6 exhaust valve Z06LT6 valve set 5.5
• !! Wrist pins without bronze bushings (design feature)

  The titanium connecting rods use wrist pins without traditional bronze bushings — a compromise for lower mass at high rpm. Echoes the LS7 titanium-rod concerns. No production failures on the LT6 so far.

  Symptoms: In a theoretical failure, a knocking noise from the rotating assembly that increases with load.
  10,000–25,000 $
  Ad LT6 titanium connecting rodLT6 wrist pinLT6 connecting rod Z06

+ 4 more engine weaknesses + vehicle weaknesses

Same flat-plane architecture as the LT6 but with two ball-bearing BorgWarner turbos integrated directly into the exhaust manifolds and lowered compression (9.8:1 instead of 12.5:1). 1,064 hp at 7,000 rpm, a broad torque plateau from 3,000 to 6,000. The key difference from the LT6: a second injection stage via port injectors supplements direct injection — port injectors fire at idle, the direct injectors under load, all 16 nozzles at full power. The port injection washes the intake valves with fuel and prevents the carbon buildup that plagues pure-DI engines. Nimonic exhaust valves (high-nickel superalloy) handle the extreme thermal load, 15 heat exchangers, seven-stage dry sump with a dedicated stage for turbo oil scavenging. Hand-built in Bowling Green, passed GM's endurance testing. A very new engine in low volumes — the thermal load on turbos, charge air and exhaust tract is enormous and reliable long-term owner data is not yet available. Check coolant and oil levels before every track session.

• !! Recall: Fuel Spill Fire Risk (25V536)

  NHTSA recall 25V536 for the Z06 (2023-2026) and ZR1 (2025-2026): excess fuel in the filler pocket can vaporize, be drawn in by the left radiator fan running after shutdown and ignite at a heat source. Four field fires, two minor injuries. Stop-sale issued. Remedy: an insert/shield diverts spilled fuel.

  0–0 $
  Ad NHTSA 25V536Corvette ZR1 recall fuel fillerCorvette fuel filler shield
• !! First Model Year — Long-Term Data Missing

  The LT7 passed GM's endurance testing and ships with a warranty, but 1,064 hp from 5.5 liters creates extreme thermal load. Very low production volumes and a brand-new engine — reliable long-term owner data does not yet exist.

  Symptoms: None specific — general first-year risk of an all-new high-performance engine.
  0–30,000 $
  Ad LT7 warranty ZR1LT7 engine 5.5 twin turbo
• !! Thermal load on turbos and charge air (track use)

  Two ball-bearing BorgWarner turbos sit directly in the exhaust manifolds. Under sustained full load on track the under-hood heat is enormous. 15 heat exchangers and a flow-through hood manage it, but charge-air temperature and heat soak remain critical points — check fluid levels before every session.

  Symptoms: Under long full-load running, rising charge-air temperatures, protective power reduction, noticeable under-hood heat soak after shutdown.
  1,500–6,000 $
  Ad LT7 BorgWarner turbochargerLT7 intercoolerLT7 heat exchanger ZR1

+ 1 more engine weaknesses + vehicle weaknesses