Back to what I've said many times before the 2020s with a good amount of DCT maintenance are a solid as you can get. I have 37.5K on my original trouble free DCT going on almost 6 years now.

Mine has been frequently dynoed plus launched a number of times especially with my SS2 Cam and LME Head built that now manually shifts at 7K rpm.

Been running the 100% Valvoline DCT fluid now almost 3 years. This is due to quality and not being a synthetic fluid blend that needs to be prior shaken as the oem AC Delco requires.

Major congrats on your 2020 C8 purchase, the sky is not falling.

 

It should be three years after the last change. If you did it early it will be early again.

 

I see the high prices for an extended warranty for corvettes out of the 3yr 36000 warranrty...I am curious what owners are paying for an extended warranty when their car is within the original warranty.. thanks.

 

Nobody said the sky is falling, also the fact that you have a few trouble free miles proves nothing. The reality is somewhere in the middle of those. The DCT is a known problem for the C8, even the 2020. It's not every single one. How many? Who knows. Just IMO it's enough that you want to be aware and prepared for it should the unfortunate happen.

 

Far far less if you buy it from Todd or Dennis. In 2024, just prior to when my B2B expired for my 2021, here are the prices from Todd. Note that if you have more then 12k mile, even within the warranty period there is a significant price jump. These are for "less than 12k miles". Note carefully that these terms add to the current time an miles. This is just prior to the expiration of my B2B. So the 5/50 plan adds a full 5 year beyond the B2B, and 50k miles beyond whatever mileage I had at the time. For 987 dollars, that amounts to 197 dollars per year of coverage beyond the expiration of the B2B, and would take me to 2029. I went with the 8/80 plan so I get coverage to 2032. If you have more than 12k miles withing the warranty period, the price jumps, and also from other forum reports it seem that you cannot get the 8 year plan. Typically when you buy the car new, the dealer will try to sell you an 8 year plan (that's the max time), but that plan will only extend your coverage 5 years beyond the expiration of the B2B. And typically the dealer price is way higher. I'm all for shopping around, but be sure to include Dennis and Todd on your list, and be sure to understand that when you buy a plan when the car is new, the plans overlap, and your effective coverage beyond the B2B reduced by three years.

 

Better watch it Klayfish or you'll be sent to the corner with a dunce hat on with a penalty for stating facts. The few posts on this forum alone prove that the DCT does in fact have problems in all years. And it all seems to be with the electronics function. Can't remember any posts about hard part damage or internal blowup failures. The owners posting about C8's with 800 miles or 1500 "trouble free" miles is nothing. How about some owners with 70,000, 90,000 or over 100,000 miles with no problems? Not 1 or 2 owners but hundreds of owners from this forum alone that have actually racked up the higher miles. That would be a much better gauge on reliability.

I wonder how many C8 owners have had DCT failures that are not members of this forum? And as the years add up and these cars are out of warranty and lots of them with NO warranty is going to be a major problem. The days of replacing a bad trans for 1000 to 1500 are long gone. The DCT $15,000 to $20,000 to replace?? And I don't see any independent shops willing to take on the risk and warranty of a DCT replacement if they could even do it. So that means back to a GM dealer and finding one qualified to do the DCT replacement and being overcharged on the entire job.

Is it really a fact that you cannot put the DCT in neutral with engine off if you had to push the car because of a failure like a dead battery? Serious question.. what were they thinking there?

 

Whatever the rate of major transmission issues is, the data collected by Consumers indicates that the reliability with respect to major transmission issues is, and has been average or above average for all model years. Thats not saying there are no issues, and its not saying the rate of major issues is "acceptable". We do not know what the "average" rate actually is. Consumers compares the results with similar vehicles and also normalize for miles driven - so the comparison is with other cars in the same mileage group. Its not opinion - its just based on owner reports.

Many/most of the failures involves sensors - fork position sensor or park lock position sensors for example, but there have been some mechanical issue too. In the past certain clutch related DTC required replacement. Now there are procedures for replacement of clutch components and there have been several already reported on the forum. There are also now replacement parts for the dreaded park sensor drift. One might say that's an electronics issue, but the discussion in the tech link article says it also addresses a dislodged snap ring in the direct clutch replacement.

The problem with the sensor related issues that required replacement is we really don't know if the issue was with the sensor, or if it actually did result from a mechanical issue.

 

You cannot release the park lock mechanism when the car is off by normal means. When it shuts off, the transmission goes to the Park position. From the service manual, in Park, first gear is engaged on the odd shaft, and 2nd gear is engaged on the even shaft. The other three shift forks are in the neutral position. The clutch is not engaged. But the park lock pawl is engaged, and that is what keeps the car from moving. If the car is off, a tool is required to disengage the park lock pawl and then it can be moved. GM makes a tool for that - you have to remove some panels in the trunk to access the park release shaft and rotate it to release the park pawl. It is spring loaded and must be held by someone while the car is being moved. There some aftermarket tools for that. One mounts on the transmission and will hold the shaft in the disengaged position. There is another for coupes - using a cable connection. Once installed it can be moved with a lever that is accessed when the hatch is open. You do not need to remove panels once it has been installed. It has also been observed that a simple 10mm open end wrench can be used to rotate the shaft. The GM tool has a built in torque limiter - apparently there is a concern that if the shaft is rotated too hard it can damage the transmission.

I can't comment on what they were thinking with this design.

 

Did it have the DCT fluid change at 3 years? As far as I know the DCT fluid change must be done at three years or 45,000 miles. Even if the car has low miles, the fluid must be changed at three years

 

Roll the dice!

 

Thank you for sharing your experience.

Without using the paddles, I know the up shifts are very smooth and seamless. However, some of the downshifts do feel a little like a manual transmission. Not “clunk” per see, just reminiscent of manual gearbox when you let the clutch out.

I’ll check it out using paddles but don’t think it’ll change. More to follow…

 

The C8 is going to be a hard car to sell when No One is offering an after market warranty for them.
As an earlier post stated. The days of replacing a Transmission for $1-5000 is long gone. And look at the electronic stuff that will need attention when that starts acting up.
Bad thing is All New Vehicles are this way.
They good old days of pulling the tools out and getting a cold beer and tinkering on Your ride is long gone.