2025 Chevrolet Corvette Problems: 13 Known Issues

On the 2023-2026 Chevrolet Corvette, gM recalled 2023-2026 Corvettes built with a left-side radiator/fan combination because excess fuel can spill into the fuel-filler pocket during refueling and drain onto an ignition source. On affected cars the filler pocket sits above the left-side radiator and its cooling fan, so fuel that leaks from the pocket onto the radiator while the fan runs can be drawn through it and vaporized into the engine compartment, where it can reach an ignition source. NHTSA received a complaint from a 2023 owner describing exactly this outcome: as the fuel nozzle was pulled from the vehicle a violent explosion occurred and the owner was immediately engulfed in a fireball. Owner notification letters for recall 25V536000 went out November 14, 2025. Because the recall is keyed to a specific radiator/fan configuration rather than a build date range, VIN lookup is the only reliable way to know whether a given car is included.

On the 2025-2026 Chevrolet Corvette 5.5L LT7 twin-turbo V8, gM issued NHTSA recall 25V536 (GM number N252514930) covering 2025-2026 Corvette ZR1 with the twin-turbo 5.5L LT7 and 2023-2026 Corvette Z06 with the 5.5L LT6, about 23,656 vehicles in total. On these cars excess fuel can spill into the fuel-filler pocket during refueling and drain onto an ignition source - the left-side radiator/fan package unique to the LT6/LT7 cooling layout, whose fans can run even with the engine off, plus hot brake rotors - creating a fire risk. Fitment is defined by that left-side radiator/fan combination: the Corvette Stingray and the E-Ray do not have it and are not covered by this recall. GM also placed a stop-sale on unsold 2025-2026 Z06 and ZR1 units, and only 108 ZR1s were affected in the initial 2025 population.

On the 2025-2026 Chevrolet Corvette 5.5L LT7 twin-turbo V8, gM has placed the 5.5L twin-turbo LT7 in the 2025-2026 Corvette ZR1 - and the naturally aspirated 5.5L LT6 in the 2023-2026 Z06 - on a Technical Assistance Center part restriction, published as #PIP6089 and highlighted in GM TechLink. A part restriction means a dealer cannot simply order a replacement engine: when diagnosing a possible engine failure the technician must gather the information required by PIP6089, including the engine part number stamped on the center of the front cover, and open a case with TAC before an engine is released. GM frames this as continuous improvement, but the stated cause on the restriction is 'possible engine failure,' and the January 2026 update to PIP6089 adds instructions for handling catastrophic failure cases and intake manifold transfer, which indicates real field failures are being worked.

On the 2025 Chevrolet Corvette 5.5L LT7 twin-turbo V8, gM released Bulletin #25-NA-239, 'Malfunction Indicator Lamp (MIL) Illuminated - DTC P222B and/or P227B Set,' with fitment limited to 2025 Corvette models equipped with the 5.5L twin-turbo LT7 - that is, the ZR1 only. Both codes are barometric pressure sensor range/performance codes (P222B is Barometric Pressure Sensor 'B' Range/Performance), which on a turbocharged engine with more than one pressure sensor flag a reading that does not agree with the others. Because the bulletin is engine-code specific, this fault cannot occur on the naturally aspirated LT6 Z06, the LT2 Stingray, or the E-Ray.

On the 2020-2025 Chevrolet Corvette LT2, the C8 Corvette uses the LT2 6.2L V8 with Dynamic Fuel Management (DFM) which can deactivate any combination of cylinders. While the LT2 is generally reliable, some owners report lifter tick similar to the AFM issues on truck engines. The DFM system uses the same collapsible lifter technology. GM bulletin #19-NA-218 (Ticking Noise from the Engine) covers the 2020-2021 LT2 and attributes cold-start tick to a lifter that has not pumped up with oil. The tick is most noticeable on cold starts and usually disappears when warm. Severe cases may require lifter replacement.

On the 2025 Chevrolet Corvette 5.5L LT7 twin-turbo V8, gM released Bulletin #25-NA-284, 'Information on DTCs P2632 and/or P2634 Found During a GDS 2 Scan for Another Concern,' with fitment limited to 2025 model year Corvettes equipped with the 5.5L twin-turbo LT7 - the ZR1. The bulletin's framing matters: these codes turn up as stored history codes while a technician is scanning for an unrelated complaint, which is exactly the situation where an aftermarket shop tends to sell an unnecessary repair. This is a diagnostic-information bulletin for the LT7 fuel/pump control DTC block, not a repair authorization.

On the 2024-2025 Chevrolet Corvette, gM recalled certain 2024-2025 C8 Corvettes because the driver and/or passenger seat belt retractor can lock while the belt is fully stowed, leaving the webbing unable to be pulled out and the restraint effectively unusable. Unlike a retractor that fails to lock in a crash, this failure is obvious to the occupant — the belt simply will not extend — but the safety consequence is that an occupant may drive without a functioning restraint. NHTSA identified the consequence as heightened injury risk in a collision. Owner notification for campaign 24V418000 was mailed September 19, 2024. Note that this is a separate and opposite defect from the 2020 recall in which the driver's retractor could fail to lock during a crash.

On the 2025-2026 Chevrolet Corvette, a lighting control module software error introduced in October 2024 leaves 2025 and 2026 C8 Corvettes unable to detect and report a failed rear turn signal, which is an FMVSS noncompliance. The driver receives no telltale when a rear turn signal bulb or LED circuit stops working, so the car can be driven indefinitely signaling to nobody behind it. NHTSA identified the consequence as increased crash risk because the driver does not know the signal is out. What began as a quiet dealer stop-sale on roughly 3,300 cars expanded into NHTSA recall 26V213000 covering approximately 32,988 vehicles — effectively the entire 2025 and 2026 C8 population across Stingray, Z06, E-Ray and ZR1 variants. Owner notification is scheduled for May 18, 2026.

On the 2024-2025 Chevrolet Corvette 6.2L LT2 V8 with front eAWD hybrid drive unit, gM released Bulletin #24-NA-273, 'Malfunction Indicator Lamp (MIL) Illuminated - DTC U01BE Set,' specifically for the 2024-2025 Corvette E-Ray. U01BE is a serial-data network communication code, and on the E-Ray the hybrid control network carries modules that no other Corvette has (battery energy control module, drive motor control module, front electric drive unit). The bulletin's fitment is limited to the E-Ray, so a shop diagnosing this code on an E-Ray should not fall back on generic C8 network diagnostics.

On the 2020-2025 Chevrolet Corvette, the mid-engine C8 Corvette has reported issues with the front trunk (frunk) latch mechanism. The electronic latch can fail to release or fail to secure properly. GM issued two 2020-model-year recalls for the front trunk: 20V489, because the car could be driven with the front trunk lid unlatched and the lid could then open at speed, and 20V461, because the interior front-trunk release button could stop working ten minutes after shutdown. Additionally, some C8 owners report various electrical gremlins including infotainment freezes, wireless charging pad failures, and key fob range issues. These are software and build-quality issues typical of a first-generation mid-engine design.

On the 2024-2026 Chevrolet Corvette 6.2L LT2 V8 with front eAWD hybrid drive unit, stealth Mode (electric-only driving up to about 45 mph) and Shuttle Mode are the E-Ray's headline hybrid features, and owners frequently report the car refusing to enter them with an 'unavailable' message in the Driver Information Center. GM addressed this first with diagnostic tip #PIC6542 for the 2024 Corvette E-Ray, then superseded it with Bulletin #25-NA-374, 'Stealth and/or Shuttle Modes Unavailable,' covering 2024-2026 E-Ray (and ZR1X) models. In many cases the behavior is by design - the modes are gated by high-voltage battery state of charge, ambient temperature and accessory load - but GM's repeated republishing of the bulletin means a dealer should confirm whether the specific car meets the enabling conditions or has an actual fault before any parts are replaced.

On the 2024-2026 Chevrolet Corvette 6.2L LT2 V8 with front eAWD hybrid drive unit, the E-Ray's front axle is driven by an electric drive unit (RPO HP1) that contains a drive motor disconnect clutch and its actuator; the clutch decouples the front motor at higher speeds and re-engages it for eAWD launch and traction. GM released Bulletin #25-NA-266 covering all 2024-2026 Corvette E-Ray models for an illuminated MIL with DTC P2DE6 set for Drive Motor Clutch Actuator Performance. Because this component exists only in the E-Ray's front electric drive unit, the fault cannot occur on Stingray, Z06 or ZR1. GM has also published Bulletin #24-NA-118 describing available component-level repairs for the HP1 front electric drive unit, indicating the unit is serviceable rather than replace-only.

On the 2024-2026 Chevrolet Corvette 6.2L LT2 V8 with front eAWD hybrid drive unit, on the E-Ray only, the 8-speed dual-clutch transmission carries an auxiliary fluid pump so the gearbox stays pressurized while the car is moving on electric power alone in Stealth or Shuttle mode. GM published Bulletin #25-NA-278 for 2024-2026 Corvette E-Ray models that display a Service Transmission message in the Driver Information Center along with an illuminated Check Engine MIL, with DTC P1955 (Transmission Fluid Pressure Relief Valve Performance) and/or P0867 (Transmission Fluid Pressure Performance) stored in the TCM. GM identifies the cause as auxiliary pump cavitation traced to the transmission pan fluid filter. This condition is specific to the hybrid E-Ray driveline and does not apply to the Stingray, Z06 or ZR1, which have no electric-only drive mode and no auxiliary pump duty cycle of this kind.