2027 Chevy Corvette Grand Sport Tested: From Dealer to Track in 3 Days

• What's new: The Grand Sport name returns for the 2027 model year, making its first appearance in a mid-engine Corvette.
• Why it matters: It combines widened bodywork from the Z06, upgraded track hardware, and a brand-new 6.7-liter V8.
• Edmunds says: While the Grand Sport looks and sounds great, it accelerates, stops, and corners much like a Stingray, preventing it from being the clear sweet spot. 

Same, same, but ... same?

At this point, I'd like to temper expectations. Despite its added power, the aforementioned Stringray 3LT Coupe we recently tested posted near identical performance stats to the outgoing model. Unsurprisingly, the equally powerful Grand Sport is no different. The Stingray took 3.3 seconds to hit 60 mph and 11.4 seconds to complete the quarter mile at 120.2 mph. Meanwhile, the GS sprinted to 60 mph in 3.3 seconds, finishing the quarter mile in 11.4 seconds at 119.3 mph. So close you'd never notice the difference from the driver's seat.

A 2020 Stingray Coupe we tested with like-for-like equipment took 3.4 seconds to 60 mph and ran the quarter mile in 11.5 seconds at 119.7 mph. Meanwhile, a 2023 Z06 Coupe posted a 3.2-second time to 60 mph and a quarter-mile pass of 11.1 seconds at 123.8 mph. So, while the new cars are about a tenth of a second quicker to 60 mph on average, it's not an acceleration difference you'll feel in the real world. All Corvettes, regardless of trim, are just tremendously quick at this point.

This trend continues as the Grand Sport entered our 200-foot skidpad, managing an average of 1.07 g, ahead of the Stingray's 1.03 g, but far behind the Z06, which pulled a staggering 1.25 g. In our 60-to-0 mph braking test, the GS took 105 feet to stop. The Stingray matched it with an identical 105-foot result, while the Z06 did only slightly better at 104 feet. The real winner is our old 2020 Stingray and its impressive 101-foot score. 

Still a sweet spot?

With the bulk of our testing done, the Corvette Grand Sport entered our handling circuit. Unsurprisingly, we found more similarities than differences in how it drives with the rest of the Corvette lineup. It's rapid in a straight line thanks mainly to its powerful engine and its eight-speed dual-clutch automatic, which shifts through gears pretty much instantly. As shown on the skidpad, the GS' cornering grip is higher than a Stingray's, but you get the same fairly numb steering as in all 'Vettes, resulting in a car you're less willing to trust and lean on.

It's a similar story in the braking zones, where the Grand Sport has no shortage of stopping power, but its braking system makes it difficult to gauge just how close to the limit its brakes are. With ultra-wide rear tires, an electronic limited-slip rear differential, and Chevy's advanced traction control system, the GS allows you to get on the power on the way out of a corner far sooner than you'd expect. In this regard, it's a fairly simple, almost point-and-shoot experience. 

Forward visibility is excellent thanks to a nose that slopes down nicely. Although the GS sports bucket seats, they sit fairly high, so you'll want to lean them back to get a more ideal driving position, while you'll want to keep the horrid squared-off steering wheel at a reasonable distance to give your elbows enough room to clear the tall center console. It's a cabin that's not without its ergonomic quirks, but after 1,500 miles in a little over two days, I found no major discomfort over the many hours on the road. 

So, what have we learned? For one, the Grand Sport formula is as compelling as ever. You get Z06 looks with a powerful base engine and a lower price point. However, as with the Stingray we tested recently, the Grand Sport's biggest fault is that the rest of the Corvette lineup is strong. There's no meaningful performance difference, and while it can generate slightly higher cornering forces, you'd be hard-pressed to tell outside of a track environment. 

While the Grand Sport will mostly sell thanks to its looks, a major upgrade from the far-too-angular Stingray, it doesn't offer the clear sweet spot it once did because there's simply no need for one. When the core lineup is as strong as it is, there's not much room left for improvement. That doesn't mean, however, that we aren't excited for our year-long journey with it.