Chevrolet Corvette Grand Sport (US) review: “complements ability yet suffers no fools”

Which middle-age crisis is this?

It’s the latest Corvette Grand Sport, the just-right blend of all the coolest bits from Chevy’s vaunted sports car’s line-up. If the Z06 and ZR1 are a bit much in terms of power and price, the Grand Sport dials things back to be less extreme but just as potent.

The Goldilocks ‘Vette, eh?

We’re basically scratching off one chili from the spice-o-meter, though only in the context of the C8 Corvette itself. Along with the Grand Sport comes an all-new LS6 6.7-liter V8 that becomes the ‘Vette’s primary power unit across the board. Producing 535hp and 520lb ft of torque, the next-gen LS6 effectively raises the heat level for the whole line-up, which includes the base Stingray, Grand Sport and the electrified Grand Sport X.

Say more about the engine!

Strap in because this gets pretty nasty. We’re talking a 95mm throttle body, tunnel ram intake with high velocity ports and a new lube system, all to push “409 cubic inches of jackhammer fury through the tailpipes,” according to Chevy V8 assistant chief engineer and apparent car smut author Mike Kociba.

In short, it’s a very eager naturally aspirated V8 that loves a high rev range as much as it does shouting out the back of the new center-mounted quad exhaust. Power is sent to the rear of the Grand Sport through an eight-speed double-clutch transmission while the whole thing rides on an independent suspension now fitted with magnetic ride control as standard.

What else is Grand-Sporty about it?

Outside of a general swathe of chassis engineering, physical and digital, the Grand Sport borrows a handful of elements found on the higher-tier Corvettes. Separate performance packs up the Grand Sport’s capabilities, starting with the Sport pack which includes a brake package from the Z06, an even stiffer suspension and Michelin 4S summer tires to replace the standard all-seasons.

A Track pack changes the chassis tuning even further, includes carbon-ceramic brakes, Cup 2 tires and loads of aero elements like the big wing, carbon-fiber splitter, and so on.

How does it drive?

It’s sharp, no question. When it comes to building a solid track-ready sports car, the base Corvette Stingray is an excellent place to start. The mid-engined two-seater feels firmly planted on the asphalt, with direct steering and a generous attitude towards revs, particularly with this updated power unit. Incidentally, the Grand Sport can bolt from 0 to 60mph in a mere 2.75 seconds.

The Grand Sport capitalizes on this effectively, though the more significant improvements really make themselves known with the higher-up performance packs. Yeah, we know that’s how it’s supposed to work, but what we’re saying here is you’ll have to really push the Grand Sport to its limits to uncover the differences between it and a Stingray with a sticky set of rubber, at least on the road.

This ‘Vette will hug corners like it hasn’t seen them in years

It’s a different story with the track package. Stiffer, and with the benefit of extra aero and Cup 2s means this ‘Vette will hug corners like it hasn’t seen them in years. There’s so much load you can put on one side of the car through long bends, it’s almost frightening. And a rapid transfer of that weight to the opposite side is a breeze to manage.

With nothing in the way of this NA engine, power is underfoot immediately for pulling out of corners and shooting down straightaways, and with a redline upwards of 6,500rpm it’s rare that you’re wanting for power.

Incidentally, the double-clutch gearbox is on board with all of this behavior and fires through what its got faster than you can think about it. Unless you’ve got your own energy drink title sponsor, swapping to manual just makes it slower.

Is it comfortable inside?

Oh goodness, no. To be fair, the magnetic dampers in touring mode are great at cleaning up bumps, but it’s a rigid ride in a form-fitting, well-bolstered track-ready seat that feels like ‘economy +’ with a steering wheel. Still, you get three screens and now most of the inputs are in a more logical place, apart from along the seat divider as it used to be. So it’s an effective layout, at least.

Storage is at a premium, but there are two available charging pads that thoughtfully clamp your phone in place for all the horseplay you’ll likely get up to.

Is the GSX basically the same car with more power?

Yes and no. While the Grand Sport X is cut from the same C8 cloth, it borrows heavily from the ZR1X – namely its hybrid system that adds a motor to the front axle and a 1.9kWh battery. The added power is palpable, for sure. Chevrolet is mum on the numbers but the extra torque flirts with mind-bending acceleration in the already quick Grand Sport, so let your imagination fill in the gap. Horsepower increases to 721hp, though driving the front axle fundamentally changes the dynamics, too.

A bit of FWD adds a safety net to keep the GSX from rotating but the consequence is comparatively more understeer, as you’d expect. When it works in your favor, you can feel it yanking you towards the corner for a very snug carve, though how aggressive it is varies.

With that said, the added electrics open up new avenues of performance, like a push-to-pass feature. Similar to Porsche’s PDK-specific gerfastenbutton, the GSX gives you a power boost for overtaking, though it’s quite sensibly limited to the track modes. The ‘Vette’s smart about it, too, allowing for the boost only when it senses you’re not mid-turn.

Other race-derived modes like endurance and qualifying manage power recovery and usage accordingly, with the former harvesting power while the latter lays it all on the track.

Rounding out the differences is the fact that some of the Grand Sport’s options like the aero elements and the Cup 2s don’t carry over, so keep that in mind when cross-shopping.

What’s the final takeaway?

It’s difficult to walk away from driving the Grand Sport without feeling like you’ve accomplished something. Many of the cars in this segment have a litany of systems in place to save overeager drivers from themselves, and while this Corvette is no different, it complements ability yet suffers no fools. What the Grand Sport offers on the road over the base Stingray is nebulous in terms of usable performance, but what it brings to a track-day experience is unquestionable.

This Corvette… complements ability yet suffers no fools

The Corvette Grand Sport starts at $88,495 and to be clear, you will be paying much more than that to get the full Grand Sport experience. Even tipping over into triple-digits, however, the performance you get in return is a steal. Especially since it can hold its own against European contemporaries three times its price.