2027 Chevy Corvette Grand Sport vs. Grand Sport X Hybrid: Which One Is Better on Track?

• What's new: The Chevrolet Corvette Stingray, Grand Sport, and Grand Sport X all use an all-new 6.7-liter V8, with the Grand Sport X adding an electric motor for all-wheel drive.
• Why it matters: There are now six major versions of the Chevrolet Corvette, including two sporty hybrid models.
• Edmunds says: The right Corvette for you comes down to where you'll be driving most frequently.

Besides upgraded aero packages that add larger rear wings and sharper front splitters, Grand Sport buyers can opt for performance packages that upgrade the Corvette's brakes, tires, suspension, exhaust, cooling and even the final drive ratio for snappier acceleration. If you don't plan to track your car, you can also go the other way, with optional low-dust brakes and all-season tires. They don't offer the same performance, but they'll last longer and keep the car cleaner. 

She's real fine, my 409

At the heart of every Corvette built since Chevrolet introduced the first-generation small-block in 1955 has been a V8 engine. For 2027, the Corvette Stingray, Grand Sport and Grand Sport X are getting the new sixth-generation small block V8. The Z06, ZR1 and ZR1X will continue to use the specially developed 5.5-liter Gemini-family V8 with dual overhead camshafts, but other Corvettes and future Chevy models like the next-gen Silverado and Tahoe will use a new 6.7-liter (or 409-cubic-inch) V8 with good old-fashioned pushrods. The more things change, the more they stay the same. 

At least in the Corvette, the new V8 makes 535 horsepower and 520 lb-ft of torque, up 45 hp and 55 lb-ft from the previous 6.2-liter V8. Chevy says that's more torque than any other naturally aspirated (no turbochargers or superchargers) production V8 has ever churned out. Can I get a "hell yeah?" You can read even more about Chevy's latest V8 right here. 

As with all current Corvettes, the engine is mounted behind the driver in the middle of the car and paired with an eight-speed dual-clutch transmission. For the Stingray and Grand Sport, that's it, but the Grand Sport X adds an electric motor to the front axle, bumping output to 721 hp and giving the Corvette all-wheel drive. Notably, this is the electric motor from the ZR1X and not the earlier iteration from the E-Ray.

The car for all occasions

Few cars balance performance and road comfort quite like a Corvette. I grew up riding around in and eventually driving my Dad's Corvettes. While they're still low, two-door performance cars, part of the reason the Corvette has remained so popular is that they're easy to use every single day. Even with V8 in the middle of the car, there's still enough cargo space to store a set of golf clubs or the coupe's own targa top. The ride quality is firm but rarely harsh, especially when equipped with the adjustable Magnetic Ride suspension. 

The new V8 is a real peach. It doesn't feel wholly different from the outgoing engine, but the extra power is welcome. It revs quickly and feels powerful, but not so much so that it's unusable on the street without risking serious jail time. The engine's greater displacement produces a deeper exhaust note that you feel deep in your chest. While we didn't opt for it on the Grand Sport we bought, I highly recommend the center-exit exhaust to really get the full experience. 

On the street, the difference between the Stingray and Grand Sport is minimal. That's not a knock on either car. The base Corvette Stingray is already plenty quick (0 to 60 in 3.3 seconds in our testing) and offers excellent handling, so the Grand Sport's changes are hard to really take advantage of. Wider tires and improved downforce only really show their benefits at the limit, and the Corvette's limits are higher than most public roads will allow for.

Because there's a nearly 200-hp increase, the jump from Grand Sport to Grand Sport X is much more apparent. Acceleration is immediate and fierce. There's no hesitation between dipping into the accelerator and the engine thrusting you forward with a force few cars on the road can match today. And because the Grand Sport X uses all-wheel drive, the car feels planted and stable, even at full throttle. As a guy from the Midwest who's currently living in Southern California, I dream about fitting one with winter tires and finding a snowy road. 

But how do the cars compare on a track? The original Grand Sport was a secret project created by Corvette engineers in the '60s. It was designed to be lightweight and fast on a track, and, to varying degrees, every Grand Sport since was created with that same ethos. But now there are two Grand Sport models, each with a slightly different focus.

Not what I was expecting 

Chevrolet had a group of media swapping cars at Atlanta Motorsports Park, with half starting in the Grand Sport and the other half in the Grand Sport X. The Stingrays were only for the street. Notably, the regular Grand Sports were equipped with the Z52 Track Performance package. The Z52 package adds Michelin Pilot Sport Cup 2 R summer performance tires, carbon-ceramic performance brakes, an upgraded suspension with revised dampers and spring rates, a carbon-fiber aero package with a large rear wing, and a center-exit exhaust. 

Meanwhile, the Grand Sport X only had the Sport Performance package, as the Track package isn't available on the X. While it includes the same dampers and springs as the regular Grand Sport, it gets no other upgrades over a standard Grand Sport X other than Michelin Pilot Sport 4S tires, which last longer but aren't as sticky as the Pilot Sport Cup 2 R tires. 

I was first sent out around Atlanta Motorsports Park in a Grand Sport X. This wasn't my first time lapping this track, which isn't very long but offers a good mix of corners, elevation changes, and opportunities for both Grand Sports to shine. After a lap to warm up the tires and refamiliarize myself with the course's layout, I could really feel the difference between the X and every other Corvette I've ever driven on a track. 

The Grand Sport X is big, but the electric motor on the front axle allows the car to absolutely rocket out of a corner. You can lay on the throttle, and the front axle will bite and claw to keep the car's front end pointed straight ahead. You can be a bit of a meathead, and the Corvette's trick electronic limited-slip differential (something that manages power delivery between the rear wheels) and all-wheel-drive system will keep the car planted. And while there's not as much feedback as with, say, a Porsche 911, the Corvette's steering is direct and communicative. 

The Grand Sport X, like the ZR1X, can use the hybrid system for a temporary boost — just press the cruise control button on the steering wheel. You'll hear a whine from the car's front end and feel yourself sink further into the Corvette's heavily bolstered seats. It's great fun, and I'm always happy to see hybrid systems used for more than just squeezing out improved fuel economy numbers. Electrification is good for performance too. 

After a few laps in the X, I sat behind the wheel of a Grand Sport Convertible. Or, I tried to sit behind the wheel. You see, I have a giant head and need an XXL helmet. That wasn't a problem in the coupe, but the convertible's retractable hardtop offers less interior space than the coupe. It's not a big difference, but it was enough that I was rubbing the roof and couldn't sit up comfortably. If you're particularly tall or also have a large dome, keep that in mind when you walk into the Chevy dealership. 

I swapped into a coupe and was off again. It only took a lap for me to know I much preferred this Grand Sport to the Grand Sport X, at least on the track. While the X was plenty quick and capable, the Grand Sport's upgraded tires, brakes and aero package make a real difference. Sure, I had to be a little more deliberate when feeding in the gas as I was leaving a corner, but the bigger brakes and stickier tires meant I could carry more speed through those same turns. 

The Grand Sport can take more of a pounding, too. The brakes and tires don't overheat as quickly. After a few laps in the X, I could feel the Michelin Pilot Sport 4S tires starting to lose adhesion. There was nothing like that with the stickier Pilot Sport Cup 2 R tires. 

No wrong way to spend your dollars 

I wasn't sure what to expect going into this. I've always been a fan of the Grand Sport, but given how good the Stingray is these days, is it still worth the price jump? And would the jump from Grand Sport to Grand Sport X be worth it? After all, considering how well the base car performs, the Stingray is a bit of a bargain at $73,495. It's a $15,000 jump to the $88,495 Grand Sport. If you don't ever plan to bring your car to a track, I'd say get a Stingray and spend the money on a few options. 

If you do plan to go to the track, I actually think the regular Grand Sport is a better, more entertaining car than the $112,195 Grand Sport X. That's nearly the same amount of money we spent on a well-optioned and perfectly specced Grand Sport. (Ignore my fellow editors' opinions here; we bought the right car, stripes and all.) The real challenge is being honest with yourself about your needs. Do you want straight-line power for the street, or do you want something that feels faster and can be pushed harder on a track? Whatever the answer is, there really is no bad car in the bunch.