Corvette Grand Sport returns with new 6.7-litre V8
Next generation LS6 delivers naturally aspirated 'jackhammer fury through the tailpipes'
For almost as long as the Corvette has existed, there’s been a Grand Sport. What began life as a motorsport version of the C2 Stingray became one of the most popular special editions later on, channelling racecar energy into a (handsomely specced) street machine. The blue body with red and white accents has become one of the most recognisable Corvette configurations around.
Now, after much speculation and conjecture, the Grand Sport Corvette has returned, and it’s very much more than an Admiral Blue C8 with red and white accents (however good that does look). This latest GS actually debuts a new engine for the Corvette lineup, coming to the standard Stingray at the same time. The LS6 is a 6.7-litre V8, naturally aspirated and still using pushrods, boasting 535 imperial horsepower (542 metric) and a chunky 520lb ft. As Corvette assistant chief engineer for the Next Gen V8, Mike Kociba, puts it: “There is no replacement for displacement! Our next-generation LS6 engine pushes 409 cubic inches of jackhammer fury through the tailpipes.” You really don’t hear the phrase ‘jackhammer fury’ enough in 2026.
This is no mere hunk of pig iron, either; the replacement for the 6.2 LT2 uses forged pistons and rods, new exhaust manifolds and an uprated lubrication system for ‘durability in extended high-load, high-temperature environments’ - i.e. track driving - and a 13.0:1 compression ratio is said to improve response. The 6.2 was hardly lacking in that regard. Talk about an exciting development. There’s even a centre-exit exhaust for the Grand Sport, the first time a pushrod V8 has had that feature in the eighth generation. And everyone loves a centre-exit exhaust. The eight-speed dual-clutch remains standard fit.
In addition, because the Corvette offering is nothing if not comprehensive right now, there’s a Grand Sport X. As with the ZR1 X, that final letter denotes the inclusion of the E-Ray’s electrified front axle (and the all-wheel drive that comes with it). With the 6.7 playing Batman to the motor’s Robin, the X makes 721 imperial horsepower (535 from the engine plus 186 from the motor). While the torque calculation is never quite the same, 520lb ft from the V8 plus how ever much of a 145lb ft boost is offered is clearly going to make for a very fast Corvette.
For the rear-drive model, Corvette Magnetic Ride control is included, here in its Touring spec and with all-season Michelins. A ‘new braking package’ (probably a change in materials) aims to reduce dust and corrosion to keep your Grand Sport looking fresh at the next Cars and Coffee. If all that sounds a bit tame for a 6.7-litre Corvette, though, Chevy has you covered. Optionally available are both the Z52 Sport Performance Package (Pilot Sport 4S tyres, Z06 brakes) and then a Z52 Track Performance Package with some very serious hardware: think carbon ceramics and Cup 2Rs alongside ‘track-focused chassis tuning’. Plus carbon, of course. Can’t be a track car without carbon bits. The Grand Sport X gets the ceramics as standard, though can’t be specced with the most serious Performance Package.
Both rear- and four-wheel drive variants get unique, 10-spoke forged aluminium wheels, with carbon wheels as an option. Admiral Blue is, of course, the launch colour for the Grand Sport, which hasn’t been seen since the C4, with a white centre stripe and red ‘Grand Sport hash marks’. If you’ve ever wondered what they’re actually called. Previously seen on the front wings when the V8 was there, they’re now at the back for the mid-engined Corvette. Other colours are offered, including a new Pitch Grey, but anything other than blue seems wrong for a Grand Sport. It’s like Z06s that aren’t yellow…
Corvette is really forcing the point home with Launch Edition spec; while other exterior shades are offered, they’ll all get a Santorini Blue-Dipped interior, ‘where nearly every surface is Santorini with red stitching and accents.’ That’s really no exaggeration, either, so think carefully about the paint that goes with it (or alternatively going for a red interior on a standard car). There are new plaques and badges for the Launch Edition in case the incredible upholstery doesn’t shout about the special status enough, plus embossed headrests.
“Grand Sport has always been the Corvette for drivers who want the spirit of a race car in a package they can enjoy every day,” said Scott Bell, vice president of Global Chevrolet. “With the new Grand Sport and Grand Sport X, we’ve taken that formula into the mid-engine era, pairing a heritage-rich design with the most advanced Corvette technologies we’ve ever offered.” That’s a promise to be enthused by, given how good C8 Corvettes have proven themselves thus far. Launching as MY2027 cars, the Grand Sports will go into production alongside a refreshed Stingray - with the 6.7, new damper software, Michelin S5s and a shorter final drive for the Performance Package - in the summer. Fingers crossed it’s another C8 available in the UK; expect confirmation one way or the other imminently.
But being a GM small block, it’s making those numbers using a single cam-in-block design, with rocker arms and two valves per cylinder. So you don’t have the additional weight & complexity of overhead cams and associated cam timing hardware.
There are pros & cons to the generally simpler no-replacement-for-displacement vs. multicam and/or forced induction with their extra hardware bits. Just glad to see this old-school approach is still an option.
.But being a GM small block, it s making those numbers using a single cam-in-block design, with rocker arms and two valves per cylinder. So you don t have the additional weight & complexity of overhead cams and associated cam timing hardware.
There are pros & cons to the generally simpler no-replacement-for-displacement vs. multicam and/or forced induction with their extra hardware bits. Just glad to see this old-school approach is still an option.
But being a GM small block, it s making those numbers using a single cam-in-block design, with rocker arms and two valves per cylinder. So you don t have the additional weight & complexity of overhead cams and associated cam timing hardware.
There are pros & cons to the generally simpler no-replacement-for-displacement vs. multicam and/or forced induction with their extra hardware bits. Just glad to see this old-school approach is still an option.
In the US cars hitting 100k is the norm & this is where the more complex/more costly competition falls down in their domestic market.
In Europe due the pricing/taxes they'jj struggle but those that have them enjoy them & the dependability is dtill a big draw.
I know which I prefer.
I know which I prefer.
I know which I prefer.
Gassing Station | General Gassing | Top of Page | What's New | My Stuff