Chevrolet built the mid-engine Corvette around one transmission, and it still sells it that way. The 2027 Stingray’s official product page lists an eight-speed dual-clutch as standard behind a 535-hp, 6.7-liter LS6, starting at $71,300. Chevy offers no third pedal at any price.
Peitz Performance, a tuning shop in Tomball, Texas on Houston’s northwest edge, will sell you one anyway. Its C8 transmission swap is listed at $74,528.99. That makes the gearbox about $3,200 more expensive than the car Chevrolet sells you to put it in.
What you’re buying
The conversion is built around Tremec’s TR-9060 six-speed transaxle. Tremec announced the unit in October 2025 as an aftermarket part for mid-engine and custom rear-drive builds. The smart part is the packaging. It uses the factory TR-9080 dual-clutch’s mounting points and a similar case profile, so it drops into the space the C8’s original gearbox leaves behind.
Inside, it’s a proper enthusiast’s transmission:
- helical-cut gears in an aluminum case
- a mechanical limited-slip differential
- a multi-plate clutch worked by a concentric slave cylinder
- a gerotor pump for lubrication
- a cable shift mechanism on the left side of the case
Tremec’s estimated ratings are 1,000 hp, 800 lb-ft and 8,600 rpm.
The two companies don’t agree on the torque rating. Peitz’s listing says the gearbox is designed for “approximately 1000 lb ft of torque,” while Tremec says 800. With a stock LS6 making 520 lb-ft, that gap doesn’t matter. Peitz also sells twin-turbo kits for the C8, though, and on a boosted car it does. Get the torque rating in writing before you pay.
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The Peitz package adds a custom shifter and cables, a clutch pedal and hydraulics, and the electronics needed to start the car and keep the factory features working. MoTeC hardware runs the show. An M182 controls the engine, and an M150 handles the gearbox: it cuts ignition on upshifts, blips the throttle on downshifts, and logs gear position, fluid temperature and clutch-pedal position.
The catch
This is the part that matters most for your wallet. The swap listing says Peitz’s MoTeC Plug and Play package is “required for proper installation.” It doesn’t say whether that package is included in the price. The package has its own listing at $33,238.99. If it isn’t bundled, the hardware alone comes to $107,767.98, and labor isn’t quoted anywhere. Ask Peitz for an itemized, installed price.
The MoTeC listing also names only the “C8 Stingray platform.” Z06 and ZR1 owners shouldn’t assume their cars qualify.
Nothing is shipping yet. Both listings show as sold out. Peitz expects the electronics in the first quarter of 2027 and the transmissions in July 2027.
Living with it
Tremec’s spec sheet says the TR-9060 has no park lock. The dual-clutch car has a Park position and this one won’t. You’ll leave it in gear with the parking brake on, the way manual owners always have. Just remember that on a sloped driveway.
The new engine and transmission computers raise a bigger long-term question. Under federal warranty law, the FTC’s guidance says a manufacturer can’t deny coverage just because aftermarket parts are on the car. It has to show the part caused the failure. That protects you on paper. In practice, once a Corvette’s factory engine and transmission controllers have been replaced with motorsport units, expect a dealer to blame them for almost any powertrain problem. Budget as if your powertrain warranty is gone.
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Emissions are the other question to ask. The EPA’s tampering enforcement policy says the Clean Air Act’s tampering bans apply for a vehicle’s whole life, even after the warranty runs out. Swapping out a street car’s factory engine controller is exactly the kind of change regulators look at. Ask Peitz directly how the package handles emissions compliance and whether the car will pass inspection in your state.
Then call your insurer before the car goes in for the work. A $75,000 change to a $71,000 car is the kind of thing an adjuster will want to have heard about before a claim, not after. Ask whether you need an agreed-value policy or a modified-vehicle endorsement.
Who it’s for
Nobody is doing this to go faster. A modern dual-clutch shifts quicker than any human, and Corvette engineering has always chased numbers on a timing sheet. This kit is for the owner who wants the car to need some skill from the driver. Every Corvette generation before this one offered a stick, and when GM dropped it, it left a gap that some buyers never stopped noticing.
Peitz has shown the gap can be filled. Whether it’s worth filling at a price that could pass six figures depends on how much you miss rowing your own gears. For a few owners, the honest answer will be “more than the car.” Would you spend more than a new Stingray costs to get a third pedal in the one you already own?